Isuzu has introduced a new D-Max X-Rider derivative in South Africa but this time in conjunction with the brand’s 3.0-litre turbodiesel engine!
The Isuzu D-Max X-Rider, which is a visually-enhanced version of the standard D-Max double cab bakkie, has proven to be a hit with local buyers. So much so in fact that Isuzu is now introducing the nameplate to its 3.0-litre D-Max.
The X-Rider nameplate was first introduced as a limited edition offering in 2016 and was previously only offered in conjunction with Isuzu’s 100 kW 2.5-litre turbodiesel engine. Isuzu is planning to introduce an all-new D-Max in 2020, so this may very well be the last addition to the current D-Max range.
"Based on the popularity of the X-Rider, we felt it would make sense to match this nameplate with our most powerful engine, while retaining the attributes which make the X-Rider so popular. The 3 litre X-Rider has an imposing presence on the road with a rugged and sporty look which sets it apart from regular D-MAX models" says Dominic Rimmer, Executive, Technical Services at Isuzu Motors South Africa (IMSA).
Visual details on the D-Max 3.0 X-Rider include black roof rails, a black sports bar with a red X-Rider logo, black running boards, black tailgate handle with a reverse camera and a 3.5 tonne towbar. This D-Max X-Rider rolls on 18-inch diamond-cut alloy wheels as standard and comes shod with all-terrain tyres. Customers can also opt for all-black 18-inch alloy wheels at no extra cost. Isuzu is offering the D-Max 3.0 X-Rider in 3 colours including Summit White, Switchblade Silver and Pull Me Over Red.
Moving inside, an 8.0-inch touchscreen infotainment system is fitted and the seats are upholstered in black partial leather with red stitching.
In terms of engine outputs, the 3.0-litre turbodiesel engine under the bonnet produces 130 kW and 380 Nm and is mated with a 6-speed automatic transmission.
Isuzu D-Max X-Rider – Price in SA (excl. VAT)
D-MAX 3.0 TD Double Cab X-Rider Auto – R479 217
D-MAX 2.5 TD Double Cab X-Rider 4×4 – R451 478
D-MAX 2.5 TD Double Cab X-Rider Auto – R421 043
D-MAX 2.5 TD Double Cab X-Rider M/T – R405 652
The Isuzu D-MAx is sold with a 5-year/120 000 km warranty and a 5-year/90 000km service plan.
Finally retired after 13 000km a month – for 12 years.
Bakkie brand durability claims can be a touch ‘creative’ when they source them from a company’s marketing department. Far more credible, are real customer experience stories.
Nissan is the latest beneficiary of extreme customer satisfaction as American Navara driver, Brian Murphy, has set some staggering driving records in his bakkie.
Brian is an independent courier from Chicago, which means long hours on the road and a bakkie that works hard for a living. He bought his Navara back in 2007 and has done some extraordinary mileage with it.
Averaging more than 3 000 km a week, Brian managed to roll his Navara’s odometer over 1 600 000 km before the global lockdown started. That is an incredible mileage target to achieve for this D40-series Navara, still marketed as the Frontier in America – which never received the current global third-generation Navara bakkie.
Graded as a ‘small’ bakkie in the American market, Brain’s Navara is also quite an unusual specification. It is powered by the D40 Navara’s entry-level 2.5-litre four-cylinder petrol engine (113 kW/232 Nm) and shifts via a manual gearbox. This is in stark contrast to most American bakkies, which are either V6/8 powered and have the convenience of automatic shifting.
Beyond the sheer assembly quality this Navara represents, by staying together for a driving distance of more than 1 600 000 km, some of the individual components have also proved notably tough.
How many bakkies do you know that will run 720 000 km on their original factory radiator and alternator? At 1 120 000 km its four-cylinder engine received a new timing chain and the clutch was only replaced at 1 300 000 km, which is perhaps a credit to Brian’s tidy driving style.
After a great experience with his D40 Navara/Frontier, Brian is getting a new one – for free. Nissan is doing the honourable thing and rewarding a loyal customer who has delivered it a product marketing opportunity more authentic than any other.
Brian’s new bakkie is a still an ‘old’ specification Navara/Frontier, but it has a significant upgrade in terms of drivetrain, being powered by a 3.8-litre V6 engine and shifting automatically, via a nine-speed gearbox.
Aviar R67 is a Russian Electric Tesla Ford Mustang
Yes, that headline is a mouthful and this is the Aviar R67.
The Mustang nameplate is a household name the world over and in the world of electric cars, so is Tesla.
What you see here is a Frankensteinian concept car from Russian startup, Aviar, which intends to bring this electric Tesla-Mustang R67 mash-up to market.
It’s based on the Tesla Model S but its design draws inspiration from the first-generation Ford Mustang Fastback from the mid-60s. It features that classic pony car look that made the Mustang so famous, with its long bonnet, swept-back sloping roofline, wide stance and distinctive tri-bar rear headlights.
However, you won’t find a burly V8 engine under the bonnet, instead, the R67 calls on 2 electric motors for propulsion in conjunction with a 100 kWh battery. The R67 is claimed to offer 507 km of electric range.
How much power will this electric R67 produce you ask? Well, Aviar reckons it will be good for 618 kW and will be able to sprint from zero to 100 kph in 2.2 seconds!
As for the interior, it looks futuristic and Tesla fans will recognise the large vertical 17-inch touchscreen and Aviar says that the R67 will feature a sunroof, dual-zone climate control, genuine leather upholstery and a 12-way adjustable driver’s seat with memory function. The R67 will be fitted with 5 airbags and a reversing camera. A custom audio system with 7 speakers is also part of the package as is Wi-Fi internet, navigation and satellite radio.
News of the Aviar R67 first surfaced in 2018 and like many things in Russia, it’s exact arrival date is unknown at this stage. Do you want to see this concept become a reality?
2020 has presented many different challenges and dynamics to consumers’ car-buying behaviour. However, the premium pre-owned market offers considerable value for buyers…. Here are Audi’s 10 benefits of purchasing one of its Pre-owned vehicles.
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1. The timing is right
As the world collectively reflects during these uncertain times, car buyers have begun questioning what is really important and trying to find the most efficient, effective and sustainable way of making those values form part of their lives. Premium Pre-owned vehicles are a practical solution: they offer good value without sacrificing badge quality.
In the premium-motoring space, Audi Pre-owned offers a fitting business promise to service this new reality. It includes a practical motoring solution by giving customers the opportunity to access the brand quality, integrity and confidence associated with a premium brand, on reasonable terms, and with complete peace of mind.
2. Keener purchase price
Pre-owned vehicles offer an appealing entry price point – especially given that new-car prices are under severe pressure at the moment. According to the TransUnion Vehicle Pricing Index, new car pricing rose from 4.0% in the first quarter of 2020 compared with 2.3% in the first quarter of 2019.
3. Buy down, but stay premium
The current consumer trend is to buy down and motor industry commentators widely believe this trend is expected to continue for some time. A change in vehicle body-style does not have to result in a change of brand preference. Continuing to drive your favourite premium brand, like Audi, is still possible if you buy car from Audi Pre-owned.
4. Enjoy the best of both worlds
In South Africa, driving an Audi is a unique motoring adventure and a powerful statement of personal identity. Buying an Audi Pre-owned vehicle enables you to keep driving your favourite premium brand, while making necessary adjustments to ride out uncertain times… in luxury!
We all appreciate the prestige of owning a premium vehicle, but at a time when consumers are looking for value and sustainability, Audi Pre-owned provides an accessible and practical purchase solution, without compromise. It ensures that owning a premium car and being part of the Audi family remains a relevant consideration and within your reach.
5. In times of uncertainty, consumers value certainty
Audi Pre-owned vehicles come with a thorough history of servicing and maintenance within the brand, ensuring that the car has been in good hands and serviced with brand parts. Audi Pre-owned also offers a reassuring way of trading in or selling your vehicle back to Audi.
Keeping this within the Audi family means that a franchised Audi dealership is likely to pay a premium for your Audi when the time comes to trade it in. As the custodians of the Audi brand, Audi dealerships hold the expertise in trading Audi's, which means that they should be the obvious first choice when considering the sale of your current Audi.
6. Undiminished value proposition
The Pre-owned business is integrated into an automotive retailer’s total business and includes a similar value proposition to a new car which is based on trust, assurance and integrity. The Audi Pre-owned promise is completely integrated within the brand’s value proposition. This ensures that customers are not compromised when transacting with Audi Pre-owned: from purchasing an Audi Pre-owned vehicle, or trading in/selling their current Audi within the brand's dealership network.
7. Peace of mind is standard
Pre-owned vehicles that come with a remainder of their service and maintenance plans, offer additional peace-of-mind benefits… Audi Pre-owned includes the Audi Freeway Plan with a minimum cover of 1 year and/or 25 000 km or the balance remaining of the original Audi Freeway Plan up to 5 years and 100 000 km (whichever is the greater), to address any service and maintenance needs within the policy parameters. See also: Audi Freeway Plan extendable up to 10 years or 300 000 km [Video]
So, it’s very apparent that an Audi Pre-owned vehicle’s age or history doesn’t define the quality parameters due to the Audi Pre-owned promise inherent in every vehicle. It’s an excellent, premium and practical mobility choice regardless of its model year or ownership cycle.
8. Vehicles are thoroughly checked
To qualify as a certified Pre-owned Audi, a car must follow a rigorous inspection, thus ensuring further assurance and trust. Customers can be assured that when they buy an Audi Pre-owned vehicle, it has undergone (and comprehensively passed) an 80-point integrity check and that its service and maintenance history, as well as the provenance of the car/crossover/SUV, have been validated. Therefore, Audi Pre-owned customers can be sure that they’re buying a vehicle that has been previously loved and well cared for, again reinforcing the uncompromising quality that Audi models are known for.
9. Unblemished ownership history
Pre-owned vehicle come with other, equally important guarantees. For example, Audi’s integrity check ensures that all Pre-owned vehicles are not listed as having been stolen or the subject of fraud. Audi Pre-owned also guarantees that the vehicle has been part of an unbroken chain of care in the Audi ecosystem throughout its life. Every service interaction has been carried out at an Audi workshop, by Audi-trained technicians using Audi Genuine Parts and specialised equipment.
10. Free roadside assistance
Audi’s Pre-owned vehicles come with Audi Assist when an active Audi Freeway Plan is in place. This includes free roadside assistance in the case of an emergency (within the policy parameters). Through Audi Assist, Audi South Africa and its dealer network pledge to provide owners with peace of mind motoring by providing the infrastructure to support a countrywide emergency service 24 hours-a-day, every day. Its number is 0860 434 838 and operates in South Africa, Swaziland, Lesotho, Namibia and Botswana.
The objective of the programme, which is offered in conjunction with the Audi Freeway Plan, is to ensure that fully equipped and trained Audi technicians are on call to provide owners with on-the-spot roadside assistance if they encounter difficulties with their vehicles (the primary focus is to get owners mobile in their own vehicles).
Where a roadside repair cannot be effected and a vehicle needs to be towed to the nearest Audi dealer, you and the occupants of the vehicle will be transported to a place of safety in the dealer’s roadside assistance vehicle. Roadside assistance (for mechanical and electrical breakdowns, flat tyres, flat batteries, fuel shortage, keys locked inside the vehicle), tow-ins and vehicle recovery are offered to Audi owners free of charge for the duration of the Audi Assist service.
You can search for available models and body types across all Audi Pre-owned dealerships in South Africa by using the Audi Pre-owned locator. From the A1 premium city car all the way through to the Q8 SUV, you can sort the results according to price/year/mileage, engine (including fuel type, gearbox and drivetrain), body colour and location. Alternatively, you can use Locate a Dealer to find an Audi dealership near you that has Audi Pre-owned models available for purchase at their premises.
Mazda has now fully revealed its new Mazda3 2.5-litre turbocharged, all-wheel-drive flagship hatch and sedan derivatives in North America. The powerplant is more powerful and torquier than expected… and here's how its outputs compare with those of benchmark hot hatches.
Last month, Mazda signalled its intent to introduce the 2.5-litre 4-cylinder turbopetrol-engined (and all-wheel-driven) Mazda3 hatchback and sedan in the new-vehicle markets of the United States, Canada and Mexico. At the time, Japanese firm stated the 2.5 Turbo's peak outputs as: 186 kW and 434 Nm (when the Skyactive-G engineruns on 93 RON).
If buyers opt for the Premium Plus package, a purposeful front airdam and tailgate spoiler are added on.
Torque is sent to the i-Activ all-wheel-drive system via a 6-speed torque-converter automatic transmission and, while we were hoping for claimed performance figures – which are critical for hot-hatch bragging rights – Mazda hasn't revealed any (we anticipate a 0-to-100 kph time of about 6 sec). However, the Hiroshima-based firm has presented a complete view of the 5-door version and released details of optional sporty exterior addenda that can, if specified, distinguish the 2.5 Turbo from its more affordable siblings.
Given the local market's predilection for hot hatchbacks, which explains why the Volkswagen Golf GTI has outsold its lesser 7.5-generation siblings by a ratio of about 4 to 1 and Hyundai and Honda offer the i30 N and Civic Type R in South Africa (but no other derivatives of those cars' respective ranges) it stands to reason that Mazda would be well served by introducing a hot-hatch version of the Mazda3 in the local market – if at all possible. Hot-hatch aficionados would surely welcome the 2.5 Turbo 5-door in our market, where the Hiroshima-based firm previously sold both the 2.3-litre turbocharged, all-wheel-drive 1st-generation- and 2.5-litre turbocharged 2nd-generation MPS derivatives.
If buyers add on the Aero Kit, the Mazda3 2.5 Turbo gains an additional rear diffuser as well as subtle side-sill extensions.
Now for the proverbial tale of the tape. In its maximum state of tune, the Mazda3 2.5 Turbo produces more power than the current (7.5) and Volkswagen Golf 8 GTI, although it's not quite as punchy as the Honda Civic Type R, Hyundai i30 N or either the Renault Megane RS 280 Lux/Cup or RS 300 Trophy. However, its peak torque figure eclipses those of all the current (admittedly front-wheel-drive) hot hatchbacks. To put those numbers in context, here's a breakdown of what the market's headlining hot hatches produce:
The handsome BBS 18-inch gloss black forged alloy wheels are also optional in North America.
From the initial announcement, it was clear Mazda didn't want to position the Mazda3 2.5 Turbo as a hot hatch per se – think of it more as a luxuriously-equipped flagship 5-door derivative with a sporty bent. Remember that in some markets, the Mazda's all-wheel-drive configuration could improve its selling proposition (such as in North America's harsh winter climate) and its torque gain (by virtue of turbocharging the larger-capacity 4-cylinder engine) should improve drivability, in-gear acceleration and touring ability.
As standard, the 2.5 Turbo's exterior execution features automatically activated LED headlights with DRLs, hints of black exterior detailing (such as the mirror housings), subtle Turbo and AWD badging and slightly-bigger exhaust tips, but there are no elaborately flared wheel arches. However, if buyers want addenda such as a front bumper with gaping air intakes, wing-tipped side skirts, a rear bumper with an integral diffuser, a tasteful tailgate spoiler, as well as 19-inch gloss-black alloys, Mazda offers them at extra cost.
The 2.5 Turbo might not have a track-tuned suspension, but it produces a bit more torque than the Renault Megane RS 300 Trophy.
In its highest spec, the newcomer's cabin features leather trim, a sunroof, heated sports steering wheel with shift paddles, a frameless auto-dimming rearview mirror, an 8.8-inch touchscreen infotainment system (with Bluetooth, Apple CarPlay and Android Auto) reverse-view camera and rear PDC. In terms of safety, the flagship derivatives are equipped with radar-guided cruise control with stop-go functionality, Smart Brake function, blind-spot monitoring, rear cross-traffic alert and lane-keeping assist.
The new flagship Mazda3 produces more power and torque than the upcoming Golf 8 GTI, but its product positioning is very similar.
Right now, the 2.5 Turbo is exclusive to North America, which is a pity, because Mzansi has to make do with the 2.0-litre naturally aspirated motor in the top-of-the-range 2.0 Astina, which produces "only" 121 kW and 213 Nm. Other right-hand-drive markets (such as Australia, for example) have requested that Mazda consider making the range's new flagship more widely available, so there's a glimmer of hope. As for the MPS badge, that's highly unlikely to return given Mazda's product push into the premium space.
A few weeks ago, a Ford insider confirmed that a high-performance Raptor for the new F-150 pickup was on the way and now our spy photographers have spied a Raptor prototype undergoing testing.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.?
The latest news, however, pertains to the performance offroader, the F-150 Raptor, which was previously 'confirmed' as a 2021 model in a report by Motor1. With these latest spy shots, it's now confirmed that an F-150 Raptor is in development and it's significant because the F-150 Raptor will be launched well-ahead of the next-generation Ranger Raptor and it may point to technology that will similarly find its way into the next-generation Ranger Raptor, particularly in terms of suspension development. As with the F-150, styling cues such as the new headlight, grille and bumper design are likely to be carried over to the Raptor, albeit in a more aggressive form.
Also, the new F-150 features, among many other features, a new 8.0- or top-spec12.0-inch infotainment screen (with SYNC4) and an optional 12.3-inch digital instrument cluster which we hope will feature in the new forthcoming Ranger.
This F-150 Raptor prototype foregoes its previous rear leaf-spring suspension and features a coil spring suspension instead.
Nonetheless, these latest spy images show the Raptor prototype wearing a wide body kit with much of the front and rear design being hidden under camouflage. Our spy photographers also managed to take photographs underneath the prototype (not shown here), revealing a disguised coil spring in with the shocks moved ahead of the rear axle on the prototype. The Fox shocks appear to be identical to the current F-150 Raptor. Interestingly, with the coil spring suspension setup present and the rear leaf-spring suspension now gone, it has also been revealed that the exhaust system routing is different to the current Raptor, which had to bypass the leaf-spring suspension, and now takes a more direct route while also improving the prototype's ground clearance.
Powertrain details have yet to be confirmed and there is no current indication if the Raptor will forge on with its 336 kW 3.5-litre V6 engine.
A report from Australia earlier this year suggested that the next Ranger will feature a 3.0-litre V6 engine with no less than 186 kW and 600 Nm while the Ranger Raptor could employ the same engine but with higher outputs, which will be welcome improvements over the current Ranger Raptor.
We will keep you updated as soon as more details become available in the coming weeks and months.
A distinctive Range Rover Sport SVR Carbon Edition has been confirmed for the South African market and it will go on sale towards the end of 2020.
The Range Rover Sport SVR is the pinnacle offering in Land Rover’s line-up and it’s the fastest and most powerful model in its stable.
A special edition Range Rover Sport SVR Carbon Edition is on the way to South Africa and it will feature a host of carbon fibre elements that give it a stealthy appearance. These carbon elements can be seen on the bonnet, front bumper insert surrounds, grille, vent surrounds, mirror housings and on the tailgate.
The Range Rover Sport SVR Carbon Edition rides on five-split-spoke 22-inch lightweight alloy wheels in gloss black and illuminated SVR Carbon Edition treadplates further distinguish the model. At the rear, the Land Rover badge is replaced with an SVR badge.
On the inside, you are met with lightweight SVR performance seats wrapped in Windsor leather with the seat backs finished in satin black with an SVR logo embossed on the headrests. The seats are some 30 kg lighter than the seats offered in the Range Rover Sport. An 825W 19-speaker Meridian Surround Sound System is also fitted along with a subwoofer and Trifield technology for premium sound delivery.
Driving performance comes courtesy of a 5.0-litre supercharged V8 engine that develops 423 kW and 700 Nm of torque. Zero to 100 kph is claimed at 4.5 seconds with a top speed of 283 kph.
Pricing for the Range Rover Sport SVR Carbon Edition will be announced closer to its launch in the fourth quarter of 2020. We will keep you updated.
Legendary South African-born F1 designer and father of the McLaren F1, Gordon Murray, has finally unveiled his company's T.50 “analogue hypercar”, endowed with a free-breathing 3.9-litre V12 engine, a 6-speed manual gearbox and F1 fan-car-inspired active aerodynamics.
1. Gordon Murray, CBE
Professor Gordon Murray was born in Durban, moved to the UK in the late Sixties and designed the Bernie Ecclestone-owned Brabham F1 team’s cars from 1972 to 1986 (two of which won drivers’ world championships for Nelson Piquet in 1981 and 1983) and assisted Steve Nichols and Neil Oatley at McLaren to design the Honda-powered cars that dominated grand prix racing for 4 years (1988-1991) in the hands of Alain Prost and Ayrton Senna.
Murray then founded the road-car division of the Woking-based F1 team and designed the definitive, genre-redefining McLaren F1 supercar; he was also involved with the Mercedes-Benz SLR McLaren, but thereafter he founded Gordon Murray Design Ltd (a design and engineering consultancy) and focused on a number of projects, including a 1-seater track car, city cars, a light commercial vehicle and the new TVR Griffith.
Prof Gordon Murray, CBE.
Murray spearheaded the iStream manufacturing process and his group, Gordon Murray Automotive (GMA) will be producing the new T.50 at a new factory based in Dunsfold. In 2019, he was made a Commander of the British Empire by Prince William in recognition of his contributions to the motorsport and automotive sectors over the past 50 years.
2. Sub-tonne kerb weight
The T.50 is designed to be the spiritual successor to the F1 by virtue of its lightness, compactness and space-efficiency. The entire car weighs just 986 kg – almost a 3rd lighter than most supercars and 150 kg lighter than the original 3-seater. Its all-new carbon-fibre monocoque weighs only 150 kg and GMA’s engineers modelled the diameter and length of the T.50’s fixings “to ensure they’re only as strong as they need to be”. The 900 nuts, bolts and washers affixed to the T.50’s chassis are made from titanium.
Here’s further proof of the intense weight-saving programme: the T.50’s pedal box is 300g lighter than the McLaren F1’s, while its transmission is 10 kg lighter. Its windscreen is made from ultra-thin glass, which is 28% thinner than that of a typical road car. The driver’s seat weighs 7 kg – and the passenger seats weigh less than 3 kg apiece.
3. Small footprint, unfussy styling
Although virtually all road cars are now substantially larger than their equivalents from 30 years ago, the T.50 is just 30 mm wider and 60 mm longer than the McLaren F1 and its exterior design is refreshingly simple; the newcomer has remotely-released dihedral doors, but, as opposed to most hypercars, there are no elaborate wings, vents and ducts.
In profile, the T.50's design looks near-perfectly proportioned.
The T.50's "see-through" passenger compartment is very distinctive. The dihedral doors rise up and forwards to create a striking visual impact, as well as easing ingress/egress, even in tight parking spaces. These doors are joined by a pair of glass-topped gullwing rear openings that hinge along the spine of the T.50 to fully reveal the V12 powertrain.
From the rear, the T.50 is distinguished by the integral ground-effect fan, but its complex aerodynamic systems also incorporate active under-body elements and rear aerofoils.
Murray was determined to create a clean, pure shape that would ensure the T.50 "would still look fresh in 30 years."
4. References McLaren F1, 1978 'F1 fan car'
A three-seater with a central driving position, the car combines the unique qualities of Murray’s two most iconic creations in a stellar 50-year, 50-car career: the seminal, ultra-light McLaren F1 3-seat supercar of 1992 and the Brabham BT46B grand prix “fan car” of 1978, whose extraordinary levels of downforce briefly rocked F1; it took one race win (by Niki Lauda) before the team withdrew the car in the face of opposition from rivals.
Since the first details of the T.50 emerged last year, it was clear it would use much of the packaging and technology of the F1, simply because, in Murray’s view, there’s no better way of doing it. “No one else makes supercars our way,” he says. “I’m happy about that.”
The 400-mm rear-mounted electric fan is designed to extract air from beneath the car to radically increase downforce and grip. Downforce is generated either by an active rear spoiler or via a large venturi beneath the body that channels airflow into the fan. The feed of underbody airflow can be varied by the opening or closing of slots ahead of it.
Aerodynamic downforce is a great thing to have when you need it, says Murray, and that’s principally between 100 and 160 kph, the point at which your car benefits most from greatly enhanced cornering adhesion. It would be nice to have downforce that works at lower speeds too, but passive aero gadgetry doesn’t provide it, he adds.
The ground-effect fan, which briefly upturned the F1 establishment in 1978, is integral to the T.50's active aerodynamics.
As it turns out, when going faster, less aero-effect is required. “Aerodynamic load rises as the square of speed,” Murray says, “and so does drag. Which means many cars with serious performance use up their suspension travel at high speed. You can reduce it with expensive, bulky variable-rate (suspension) complexity, but who wants that?”
The T50’s system of variable, fan-based downforce is tuneable and delivers exactly what is required; it greatly improves the hypercar’s handling at lower speeds and boosts its ability to stop in a hurry, but, at the same time, when the T.50 is cruising at high speed, the system can be tuned to facilitate decent stability and reasonable ride quality.
6. Six different aero modes
The mid-engined T.50’s all-important aerodynamics package was developed with the assistance of the Silverstone-based Racing Point Formula 1 team. Access to the team’s moving-floor wind tunnel, plus the expertise of its F1-trained technicians, allowed GMA to utilise large-scale models to refine the T.50’s revolutionary active aero package.
The large dihedral doors provide easy access to the T.50's cockpit; passengers sit on either side of the driver.
The T.50’s aero set-up can be configured in 6 different modes, 2 of which are automatic, the rest of which are driver-selectable… The 2 automatic aero modes are Auto (which optimises the use of the fan, the rear spoiler and the underbody diffusers) and Brake (which opens the spoilers and runs the fan at high speed, pushing the car down and increasing stability and rolling resistance).
The driver-select aero modes are High Downforce and Streamline, which cuts drag by about 12.5% by closing underbody vents and speeding up the fan. There’s also a Vmax mode, which uses the car’s 48-volt integrated starter-generator to drive the fan – freeing up power to the driveshaft. Combined with the ram-air induction, this boosts power to 515 kW for short bursts of acceleration. The final aero mode is Test, which allows an owner to demonstrate how the aero system functions when the car is stationery.
With the T.50, Gordon Murray Automotive is not chasing power or top speed figures, but seeking ultimate driver engagement.
7. Highest-revving road car engine
Murray insisted that, like the McLaren F1, the T.50 had to be normally aspirated and feature no hybrid assistance apart from a 48V integrated starter/generator, which is connected directly with the crankshaft. It acts as a starter motor, but then converts to a generator to produce power to spin the ground-effect fan at speeds of up to 8 000 rpm.
Developed by British engineering firm Cosworth, the T.50’s 65-degree 3.9-litre V12 produces 488 kW at 11 500 rpm and 467 Nm at 9 000 rpm. The engine weighs 178 kg, which is about 60 kg less than the McLaren F1’s 6.1-litre V12. The engine’s rev limit is at a dizzying 12 100 rpm and to enhance the driver and occupants' aural experience, Direct Path Induction Sound, a system that was pioneered on the McLaren F1 (and refined on the T.50) channels the motor's throttle-induced induction growl into the cabin.
The motor might seem peaky (rev-hungry), given its 12 100-rpm redline, but it delivers 71% of its peak torque from 2 500 rpm.
Not only is the engine the most power-dense naturally-aspirated engine ever produced, it's also the highest-revving road-car engine in the world. To give you an idea of how free-revving this astounding motor is, the V12 will pick up revs at 28 400 revs per second, which enables it to hit its redline from idle in just 0.3 of a second.
8. A 6-speed manual 'box
The V12 drives the rear wheels through a 6-speed H-pattern manual gearbox (built by Xtrac) that weighs only 80.5 kg. "The gearchange's motion and weighting were honed meticulously until we achieved the perfect result: a narrow cross gate and a short throw. It delivers slick, crisp gearchanges – truly a joy for the driving enthusiast,” Murray says.
The T.50's simple instrument cluster (with a large central rev counter) is flanked by a pair of retro control-knob clusters.
9. Practical 'everyday supercar' interior
“Comfortable, refined, spacious and easy to drive – that's not a typical description for a supercar with the capabilities, power or driver focus of the T.50," says Murray. "I’ve designed this car to be used every day, with almost 300 litres of luggage and storage space, a 10-speaker 700W Arcam audio system and an Apple CarPlay/Android Auto-compatible infotainment system. From its exceptional visibility and compact footprint to ease of ingress and egress, the T.50 rewrites the supercar rule book for usability.”
Like the McLaren F1, the T.50 has a centrally-positioned driver’s seat flanked by two passenger seats. There are no touchscreens and no stalk controls – even the indicators are operated by thumb-buttons on the steering wheel’s spokes. The pedals are milled from solid aluminium and laser-etched, while the titanium gearstick spouts from a ‘floating’ console, which features the drive mode selector, infotainment control knob and an engine start/stop button, which sits beneath an anodised red “missile switch” cover.
Only 100 roadgoing units of the T.50 will be produced. The newcomer's price tag is approximately R53 million.
10. First deliveries in 2022
GMA will produce 125 cars – 100 road cars and 25 track units – at the company’s production facility in Dunsfold Park, Surrey, with the first delivery scheduled for 2022.
Murray has personally met or spoken to every buyer and will hand over every car collected from the Gordon Murray Automotive’s UK customer reception centre. Around the world, T.50 owners will have access to a service network in the UK, US, Japan and Abu Dhabi – with a "flying technician" service supporting these and all other markets.
Most T.50s are pre-sold, although there are still “a few” opportunities for buyers who are willing to fork out an approximate R53 million (or more) for the privilege of owning one.
“People tell us the McLaren F1 was their poster car when they were growing up,” says Murray. “Now that they’ve built successful businesses, T50 has become their F1.”
With its most important product launches in years done, Ford will now transition from one CEO to another.
This year has seen the American car company launch a new version of its most important vehicle, the F-150 bakkie, and reintroduce the Bronco off-road SUV. Much is expected from these vehicles as Ford refocuses its core business.
With these two crucial new product lines delivered, CEO Jim Hackett can now retire, after only joining Ford in 2017.
Under Hackett’s leadership, Ford has taken the bold step to disinvest from the passenger car market and refocus nearly all of its resources on bakkies and SUVs. He has also driven technology and process innovation at the company, with Ford showing the first intent to electrify popular models, such as the Mustang.
Hackett’s background was unusual for a Ford boss. He had previously worked at the world’s largest office furniture company, Steelcase, but in only three years his influence was certainly felt. The new Bronco is perhaps Jim Hackett’s greatest legacy, as he prepares for a final working day at the end of September.
Replacing Jim Hackett is Jim Farley, who is currently Ford’s COO. Farley has deep experience in the automotive industry, having served for 13 years with Toyota, starting at the Japanese company in 1990, before joining Ford in 2007.
Farley’s understanding of how to position a luxury car brand is credible, as he worked on Lexus during its surge of popularity. An economics and computer science graduate, Farley’s literacy with regards to technology could be exactly what Ford requires, as it faces new threats to its most profitable business: bakkies.
With Bollinger, Lordstown, Rivian and Tesla preparing to launch advanced battery-powered bakkies into the American market, F-150 could come under huge pressure over the next three years. It will have to counter these disruptive new bakkie rivals with superior technology and Farley’s computer science literacy could help him understand which future vehicle technologies are digitally viable.
A cousin of American actor and comedian, Chris Farley, Ford’s new CEO promises to be personable and entertaining during media events.
While we await the belated arrival of the CX-30 compact family car in South Africa, Mazda is reportedly planning to unveil a CX-50 (possibly based on an all-new platform) that will either replace – or complement – the award-winning CX-5.
Japanese website Spyder7 recently reported that Mazda had registered a whole string of names from "CX-10" through to "CX-90" with the European Patent Office, which suggests that the Hiroshima-based firm is planning to roll out a host of more stylised, coupe-like crossovers (as well as replacements for its various current SUV ranges). It does makes sense… with the traditional sedan and hatchback markets dwindling, Mazda is evidently seeking to futureproof its product line (at least as best as it can).
But whereas the coupe-SUV variants of (primarily European) brands’ off-roader-inspired products have usually been complementary; what the Mercedes-Benz GLC Coupe is to the GLC, the BMW X4 is to the X3 and the Audi Q3 Sportback is to the Audi Q3 (different body shapes based on identical platforms), Mazda has followed a somewhat different, more improvisational formula with its CX models…
This design sketch (released at the release of the CX-5 in 2017) shows Mazda's designers had coupe styling in mind all along.
For example, the CX-3 is not based on the Mazda3, but on an adapted Mazda2 platform, the current CX-5 (KF) is based on the updated architecture of its KE predecessor, while the CX-30 is based on the latest Mazda3, even though its packaging is similar to that of the aforementioned 2019/20 #CarsAwards family-car category winner.
This is where things get interesting… It’s quite possible that the CX-5, which was introduced in South Africa in 2017, could be replaced by the CX-50 as part of an overhaul of the Japanese firm’s crossover/SUV line-up (which will switch to models named in increments of 10) “in late 2021 or early 2022”, the Spyder7 reported.
The CX-3 is not a coupe-SUV per see, but rather an alternative execution for Mazda's compact platform as utilised by Mazda3.
On the other hand, one would think that given the global success of the CX-5, Mazda would be best served by introducing the CX-50 as a distinctively-styled complementary variant based on the existing family car’s architecture, but with a few alterations (just like the Volkswagen Tiguan X is based on the Tiguan Allspace’s wheelbase).
Why? Because that’d be the only way we could see a CX-50 come to market before 2023. The next generation Mazda6 business class sedan and CX-5/CX-50 will reportedly be based on the new-generation rear/all-wheel drive FR architecture… and Mazda president Akira Muramoto told Automotive News it won’t be finished until March 2023.
The CX-5 2.0 Dynamic Auto was named the family car category winner in the 2019/20 #CarsAwards – powered by WesBank.
The FR (large model) platform is a major deal for the Hiroshima-based firm, because apart from the fact that its RWD and AWD applications bode well for the dynamism and all-road ability of future Mazda models, it also supports 4-cylinder turbo and inline-6 petrol and diesel engines, plus plug-in hybrid and 48V mild-hybrid powertrains.
That means, if nothing else, the next-generation CX-5/CX-50 will be available with a mild-hybrid version of the current 2.5-litre 4-cylinder engine, as well as the turbocharged version of that motor (which recently debuted in the Mazda3 Turbo, which is yet to be confirmed for markets outside of North America), the 2.2-litre turbodiesel motor, as well as a 3.0-litre inline-6 mild hybrid and, believe it or not, a 3.3-litre inline-6 turbodiesel powerplant, the Japanese site says. This render of the anticipated CX-50 model was recently published by Japanese website Spyder7.
The artist’s impression by Response (the green-coloured car) suggests the styling of the CX-50 will be rather derivative of the CX-5’s, replete with gently-raked A- and C-pillars, a pinched waistline with 3-dimensional-effect surfacing, Kodo-inspired sportily culpted bumpers and intricate, sweeping LED headlights.
Will the CX-50 be released before the FR platform, or will the new architecture underpin an all-new replacement for the CX-5? We'll bring you updates as the story unfolds!
