GMC Hummer could be the ultimate double-cab bakkie…
*Update: GMC has confirmed that the new Hummer will be an all-electric super truck that will be revealed later this year and go into production in 2021. The newcomer will feature the magical 1000hp power figure and 0-100 kph is claimed to be completed in 3 seconds.*
In an unlikely execution of the electric vehicle strategy, GM has revealed a teaser of its new Hummer. Of all the associated vehicle brands which could transition to a battery-powered future, Hummer is the least likely.
Recognising that its Hummer brand could not be revived as an internal-combustion powered vehicle range, GM’s technical tactic is to electrify. Although comprehensive technical details of the new GMC Hummer have not been confirmed, the power output numbers are deeply impressive.
GM is claiming that its new electric Hummer will be powered by a 745 kW electric motor, which places it way beyond anything on offer from the world’s leading battery-vehicle brand: Tesla. Quite where GM is going to source battery packs with the required energy density to produce 745 kW and acceptable range, remains a mystery.
The power GM is claiming, with viable range, would appear to be well beyond the capability of all rival battery pack and electric motor systems. There is no doubt that the GMC Hummer will be a larger vehicle and despite this, there is a 0-100 kph sprint time of a shade over 3 seconds, being tabled.
In terms of configuration, there have been rumours that it could be a double-cab bakkie instead of a more conventional SUV wagon, but with only a front-on teaser image, those details will only be confirmed later. One clue supporting the notion that this new Hummer could be a bakkie is its GMC brand prefix, which is GM’s bakkie division. With Ford having confirmed that its Lincoln brand is working on an all-electric luxury SUV, it is no surprise that GM is also posturing towards a battery-powered product.
There are a few exceptions, but as a general rule, where American tech start-ups lead, we follow.
The social media you use. The operating system of your smartphone. It is all, nearly to a fault, American in origin. The world’s most powerful economy dictates most trends that we observe and absorb in the Western world, and it is no different from driving and private vehicle ownership.
As is the case in South Africa, pick-up trucks are at the heart of American motoring life. The best-selling vehicles in both countries are bakkies, instead of passenger cars.
With US engineers and innovators leading the battery-vehicle disruption, bakkies are becoming a lot more influential to a low-emissions future than anyone could've predicted.
Tesla and other electric pickup manufacturers are changing the LCV market drastically.
You would expect a futureproofed start-up vehicle company to invest in small and efficient passenger hatchbacks, sedans or crossovers. But instead, they are all designing huge double-cab bakkies. The favourite meme of environmentalists to illustrate automotive excess, is also the product investment of choice for electric-car companies.
But there's a solid reason for that… the automotive industry, as a whole, might be struggling, but, if you're in the business of building bakkies – profitability is not a problem.
To illustrate just how profitable bakkies are, consider Ford’s business structure. The Blue Oval has effectively divested from monocoque-construction passenger car production, to focus its efforts on making more ladder-frame utility vehicles. This transformation, driven by the Ranger and the new Bronco, will yield a R15-billion increase in profits.
Tesla’s Cybertruck. Rivian R1T. Bollinger’s B1/2. They're enormous and will meaningfully influence how product planners at major car companies strategise for the next decade. You might not have the opportunity to drive a Cybertruck or Rivian in the near future, but they will most certainly shape the next-generation of bakkies in South Africa (by 2025).
Can batteries and bakkies work?
Rivian is pushing the boundaries on electric bakkies, a production model is due for 2021 with 562 kW.
There is great excitement about the performance of these new battery bakkies. Cybertruck and Rivian’s R1T have supercar-crushing peak power outputs of nearly 600 kW. Power of that magnitude should result in incredible towing ability, effortless high-speed cruising and unrivalled terrain-conquering capabilities.
The potency of those huge battery packs does have some disadvantages. Unlike fuel, an empty battery weighs exactly the same as a fully charged one. Energy-dense batteries are heavy and although they are becoming cheaper to produce, the chemistry breakthrough to significantly reduce mass has not happened – at least not yet.
Rivian’s R1T uses a 180-kWh battery pack, which is nearly double the industry’s uppermost standard. A Porsche Taycan, by comparison, runs on a 79-kWh or 93-kWh battery and the one in the Jaguar’s i-Pace has a 90-kWh capacity. A heavy battery bakkie, carrying peak loads, could make effective braking performance a possible engineering challenge. Gross vehicle mass (GVM) is also a set constraint and the heavier your battery bakkie is, the less payload it can carry, before exceeding the GVM ceiling.
As a South African bakkie buyer, you might be wondering how the Cybertruck or Rivian might influence your 2025 model-year Hilux or Ranger. And the answer is hybridisation.
For a bakkie owners who actually use their vehicles for the purposes they were intended, the requirement to generate additional electric power (to operate tools and appliances) has never been adequately addressed by the dominant bakkie brands. Having to load a heavy generator onto your bakkie is a schlep. To have a (so-called portable) generator running noisily at a work site or outdoor venue is even worse – especially if that area has sound restrictions or unkindly neighbours.
A bakkie with a built-in generator (such as this new-generation Ford F-150) will be a game-changer for many small businesses.
Where battery bakkies such as the Cybertruck and Rivian could prove very valuable, is the manner in which they are going to force many of the traditional bakkie producers to hybridise their models. The plug-in power source reserves of a Rivian or Cybertruck, for example, are massive.
Imagine the convenience of having a potent onboard energy source for electrically powered tools? This would allow you to work without the weight, loading inconvenience or noise of a liquid-fuel generator.
You could finish that worksite project in one day, on overtime, if your bakkie was equipped with an onboard electricity outlet that's sufficiently powerful to keep your various tools or appliances running. For mobile food stall or outdoor coffee retailers, it would be even more advantageous.
The next-generation Ranger or Hilux might not become fully electric vehicles. But a petrol-hybrid bakkie at idle could power your tools or catering equipment for a long time, while producing a much lower noise annoyance index than a conventional generator.
Coding it all
What will an all-electric Hilux look like in the future?
Early adopter demand for the Cybertruck and Rivian battery bakkies will undoubtedly trigger a response from legacy bakkie brands. This will be a predictable repeat of what Tesla has managed to achieve in the traditional passenger-car market.
Audi, BMW and Mercedes-Benz never considered a move to meaningful hybridisation across their product portfolios until Tesla started gaining sales momentum. Now nearly every mid- to large-sized Audi, BMW and Mercedes-Benz has a 48V mild-hybrid option.
Who will produce the best hybridised bakkies? It will very much be a rivalry between Ford and Toyota – as it always appears to be in the bakkie market. Through Prius and Lexus, engineers at Toyota have learned a great deal about hybridisation and they could certainly deploy some mild-hybrid petrol-electric knowledge to a future Hilux.
Ford has already shown its technical skill at hybridising the F-150 and integrating an onboard power source for work tools. But the American brand could possibly have a significant advantage, in terms of coding.
As owners demand greater synchronising between their digital devices and vehicles, the demand on traditional automotive engineering teams to become masterful software developers has been overwhelming. Volkswagen is struggling to solve software integration issues on its new Golf 8 and ID3 – and that's quite illuminating, given that the German company does not lack for engineering resources or R&D budget.
Coding is best left to specialists and Ford might have cleverly bought itself a meaningful advantage in this regard. When Blackberry went bankrupt, Ford hired 600 software experts and electronic engineers from the Canadian Smartphone company; so far, they are definitely proving their worth.
Recruiting talented software engineers from Silicon Valley is nearly impossible, which makes Ford’s ex-Blackberry coding hub in Canada that much more valuable.
The single- and double-cab bakkie issue
Ladder frames make it easy to transplant different bodies onto chassis, skateboard-style modern platforms aren't so easy.
You’ll notice something about Tesla’s Cybertruck and Rivian’s T1: they are only available in the double-cab configuration. No single- or extended-cab versions exist. There aren’t any wheelbase options either. And that could become problematic.
The double-cab bakkie might be popular as a lifestyle all-terrain family vehicle, but many buyers still require the longer loadbox of a single-cab. Or even the compromise of an extended-cab. Why aren’t the battery-bakkie companies, such as Tesla and Rivian, making these? Well, because they can’t.
How to scale… that's the challenge
If you think of a hugely successful platform, such as Toyota’s Hilux, it is built on a very simple ladder-frame chassis. That allows for incredibly easy scaling: you can lengthen it to create different wheelbases and loadbox sizes. Toyota can also easily mount single-, extended- or double-cab bodywork, onto a single platform ladder frame design.
With the skateboard architecture that most battery bakkie models use, this is impossible. For Tesla to build a single-cab Cybertruck, with its exoskeleton construction, would require an immense investment in tooling and increase production complexity. The same applies to Rivian with its R1T.
The single- and extended-cab segments will remain beyond the influence of luxury battery bakkies from Tesla and Rivian. That means legacy models such as Hilux and Ranger, have negligible risk to the workhorse bakkie businesses for the next few years.
Ford has the advantage
The Ford/VW tie-up allows Ford access to the most advanced electric architecture in the form of MEB.
Ford could potentially have a trump card (ahem): its agreement with VW. Although Ford will take leadership on joint-development of the next Ranger/Amarok, the VW has its MEB battery vehicle platform to share, which allows for easy wheelbase adjustment. It can also carry a fair payload, as it will underpin a fleet of future battery-powered vans.
Imagine the potential of future Ford compact and mid-sized bakkies based on the Wolfsburg-based firm's MEB platform technology. We might not see those models in 2025, but 2030 could be a possibility. For now, the potential is for mild-hybrid turbopetrol bakkies that deliver excellent inner-city fuel consumption and great bursts of overtaking acceleration… not to mention the ability to run your coffee machine, all day, when camping in a wonderfully isolated corner of the great South African wilderness.
German tuner, Brabus, has gone to work on the Mercedes-Benz GLB and this is the result.
The stocky and blocky GLB 7-seater SUV arrived locally earlier this year and Brabus has decided to turn up the heat and give it some added road presence. The treatment, however, is fairly subtle compared to the creations we have seen from Brabus in the past.
This GLB wears an AMG-Line bumper that features a 2-piece spoiler and lower air vents and the large Brabus badge set in the grille lets other road users know that this is no ordinary GLB.
Brabus has also mounted 2 LED lights bars on the roof in case you find yourself doing a self-drive game drive in the Kruger National Park, those lights will help you spot game at night.
Moving towards the rear, an obligatory spoiler has been fitted for a sportier look and Brabus has also fitted black 3.5-inch diameter tailpipes which beefs up the rear styling. This GLB rides on custom 10-spoke Brabus wheels and can be had in various sizes including 18-, 19, and 20-inch.
On the inside, the Brabus GLB gains sporty Brabus aluminium pedals and door sills that light up on entry as well as Brabus-branded floor mats and a Brabus liner for the load bay.
Under the bonnet though, Brabus has squeezed out more power and torque from the 2.0-litre, 4-cylinder turbopetrol engine which in standard form, produces 165 kW and 350 Nm of torque. With an ECU tune, outputs have been increased to 200 kW and 430 Nm. Buyers can also choose to have the suspension dropped by 1.2-inches or opt for the offroad suspension which will increase ride height by some 1.4-inches.
Italian hypercar brand Lamborghini has revealed its extreme-performance Essenza SCV-12 – a limited-edition track car.
Like most of these outrageous hypercars, it's extremely limited and Lambo is making just 40. Claimed to be the direct descendant of the Miura Jota and Diablo GTR, the Essenza SCV12 features the most powerful naturally-aspirated V12 ever made by the Italian brand.
With 610 kW driving the rear wheels and a new X-trac sequential 6-speed gearbox available, this should surely be one of the purest forms of Lamborghini out there. It features an incredible power-to-weight ratio of 1.66 hp/kg, thanks to its lightweight carbon fiber monocoque chassis. The aerodynamics are noteworthy as Lambo claims the Essenza SCV-12 has more downforce than a GT3 race car.
Lamborghini is promising an insane ownership experience for the lucky 40. "Essenza SCV12 customers will become part of an exclusive club that will give them access to special programs to drive their hypercar on the most prestigious circuits in the world. The program includes storage service in a new hangar built in Sant'Agata Bolognese for the Lamborghini Essenza SCV12 club. Each car will have a personalized garage and dedicated services, including webcams to allow customers to monitor their cars 24 hours a day using an app."
Stefano Domenicali, CEO and Chairman of Automobili Lamborghini, commented: "Essenza SCV12 represents the purest track driving experience that our brand can offer, an engineering feat that highlights the inextricable link between our cars and the asphalt of the track. Lamborghini is a brand constantly looking to the future and searching for new challenges, but we never forget our roots and who we are: Essenza SCV12 is the perfect combination of our unconventional spirit as a super sports car manufacturer and our true passion for motorsport."
A significant design defection has occurred in the French car industry.
The country’s most powerful automotive company, Renault, has managed to lure away PSA’s chief designer, Gilles Vidal.
It has been confirmed that the 47-year old Frenchman will now report to Renault’s head of design, Laurens van den Acker, after two and a half decades at PSA.
Vidal originally joined Citroën in 1996, after graduating from the prestigious Art Centre College of Design, in Vevey, Switzerland. Vans might not figure as design icons, but one of Vidal’s first projects was restyling the Berlingo, which became hugely popular in Europe after his intervention.
Promotion came swiftly for Vidal, who assumed control of Citroën’s experimental design and concept cars, by 2005. With an ability to make seemingly mundane vehicle configurations appear aspirational, Vidal proved his skill with the C4 and C4 Picasso, before moving to Peugeot in 2009.
Over the last decade, he is credited with the recovery in design values at Peugeot and most of the brand’s cars carry his influence. The Polo-rivaling 208, 2008, 3008, 5008, and 508 are examples.
Citroën and Peugeot’s cars have always been regarded as superior designs to most rival products from Renault. Vidal’s departure from PSA, and his new position at Renault, could meaningfully alter how the balance of design accolades are applied to French cars.
Although Laurens van den Acker retains his position of absolute authority regarding Renault’s overall design direction, Vidal has quite obviously been hired to reinvigorate the brand’s product portfolio. His eye for detail and ability to integrate a unique feel and distinguishing appearance to relatively affordable vehicles at Peugeot should transfer well to Renault. Fans of the brand will be keenly anticipating Vidal’s new work.
PSA has not announced Vidal’s replacement yet, but his loss will be keenly felt, especially at a time of great disruption at the company, as it prepares for a deeply complicated merger with FCA.
Kia has released an official render of its upcoming compact family car – the Sonet. Here are some details about the new model, as well as some information regarding the newcomer's arrival in South Africa.
The first image of the production-spec Kia Sonet has been revealed and it gives us some idea of what the compact newcomer will offer. Kia is already on a good run with its Seltos, which is one of the more interesting-looking vehicles in the segment. The Sonet is set to be officially revealed (in the metal) on 7th August 2020.
Kia says its new Sonet "aims to set new design benchmarks and inject a new dynamism in the compact SUV segment when it is revealed later this summer." Based on the funky-looking Kia Sonet Concept which was revealed earlier in 2020, the production model Sonet will be the Korean brand's second vehicle to come from its plant in India and is aimed at the global market.
Kia South Africa confirmed the all-new Sonet will be making its way to South Africa late in 2020. Engine details and specifications will be announced closer to the SA launch date. Based on what we've seen from Korean sibling Hyundai, we're expecting a 1.0-litre 3-cylinder turbocharged petrol motor and connectivity options like Apple CarPlay/Android Auto. There's a 10.25-inch infotainment screen up front that deals with media and navigation requirements.
Kia India has also noted that the Sonet will have up to 6 airbags in what it calls class-leading safety for occupants. The spec for the South African models is still under consideration, but we expect to hear what will be on offer soon.
Crossley & Webb launches new online auction platform for collectible cars
The respected Cape Town-based classic and exotic car dealer, Crossley & Webb, has launched an online auction website for collector cars.
The goal with Crossley & Webb Online is to create a safe trading platform focused on collector cars, says Gareth Crossley. Unlimited by physical constraints, the virtual marketplace allows for better presentation and a more detailed description of listings, regardless of where the sellers are based.
One of the cars currently on auction is this 2009 Audi R8.
The platform is geared to provide sellers with the best opportunity to maximise value within a predefined timeline and to provide buyers with a well-informed and transparent purchasing experience. In both instances users of the platform are guided through the process by Crossley & Webb who are experienced at selling hundreds of collector cars in South Africa.
Sellers can submit their car for auction online, complete a vehicle grading document and take their own photos using Crossley & Webb’s photography guide.
There are three packages, Basic, Pro and Custom:
Basic – R 999 incl. VAT.
What you get:
Expert advice and pricing research
Marketing support and guidance on presentation techniques
A professionally curated listing
Access to qualified buyers
Pro – R 2999 incl. VAT. Basic package with the option for professional photography
Custom – POA using the Pro package as a base where Crossley & Webb controls the whole process on behalf of the seller with hosted viewings. Technical inspections and vehicle snagging part of the package.
BUYING
Buyers can register to bid on Crossley & Webb Online and are vetted prior to approval. A R5 000 refundable deposit is required to bid and bidders are guided by Crossley & Webb in order to complete the due diligence process and be confident of the condition of the car prior to placing a bid. Crossley & Webb charge a 10% buyers premium including VAT (eg. If R200 000 is bid then the total cost is R220 000).
Currently on auction: 1959 Jaguar XK 150
Here's something for the discerning collector – a gorgeous 1959 Jaguar XK 150.
Launched halfway through 1957, the XK 150 was Jaguar’s answer to the growing demand for a more comfortable and refined sportscar. This 1959 example is equipped with a special equipment package (comprising wire wheels, spot lamps and twin exhaust pipes) and an upgraded 3.8-litre engine, which was fitted to the car in the UK prior to it being imported to South Africa around 1983. Various modern upgrades (such as air-con and a modern audio system) were fitted during a restoration in 2009.
How often will you have the opportunity to bid on the experience to drive a Jaguar XK120 in the Bernina GranTurismo HillClimb?
Another notable auction is the charity auction for the experience to drive a race prepared Jaguar XK120 roadster on the Bernina GranTurismo Hillclimb in September 2020 with the option to defer the experience to 2021. This is a charity auction to assist funding of the Zip Zap Circus charity in Cape Town.
The current-generation Hyundai i20, which arrived in South Africa in early 2015, now seems long-in-the-tooth compared with the Ford Fiesta, Volkswagen Polo and other newer compact hatchbacks. However, an all-new model is set to arrive in local showrooms in 2021 and our international contributor, Simon Davis, has had the opportunity to drive an almost complete pre-production model…
Say hello to the new 3rd-generation Hyundai i20, driven here for the first time in not-quite-finished pre-production guise. A definitive first drive report will come once we've been able to get our hands on an example with a properly finished interior, production-spec refinement-enhancing tweaks, and a correctly calibrated transmission, but for now, this left hooker should give us a reasonably accurate idea of what we can expect from the new i20 when it officially goes on sale in Mzansi towards the middle of next year.
Stylistically, the new i20 is much more interesting than the previous generation.
Stylistically, the latest i20 represents a fairly dramatic departure from its predecessor. Whereas the outgoing model was handsome, yet relatively plain-looking, this model is much more radical. Hyundai's "Sensuous Sportiness" design language has introduced sharper surface treatments, a lower roofline and a wider body to endow this new i20 with a rather more aggressive stance than it had before. It's longer now, too, both nose-to-tail and between the axles, which should bode well for passenger- and luggage space.
The foundation for the forthcoming i20 N hot hatch certainly looks strong. Until that performance model arrives, the i20 engine line-up is pretty run of the mill. The engine line-up for the local range hasn't been finalised, but it should include a 61-kW 1.2-litre 4-cylinder petrol (paired with a 5-speed manual gearbox), a 74 kW 1.4-litre petrol mated with either a 6-speed manual or 4-speed auto and the Venue's 88 kW 1.0-litre turbocharged 3-pot, which is available with either a 6-speed manual or 7-speed dual-clutch auto.
The new i20's roadholding is par for the course, but its "eager" electric power steering system can benefit from fine-tuning.
In Europe, the 1.0-litre engine is augmented with a 48V mild-hybrid system (not confirmed for SA), which is the version we're evaluating here. The pre-production unit was equipped with a 7-speed dual-clutch 'box (which drives the front wheels); Hyundai's will also make its newly developed 6-speed Intelligent Manual available for this derivative.
Although it’s pretty apparent that our i20 test car isn’t quite the finished article, it’s still a very likeable package. Despite the really quite noticeable levels of audible suspension thump and pitter-patter being transmitted into the cabin, it rides in a largely respectable fashion for a car of its size. Body control over undulations is good, and although sharper impacts make themselves felt, the car never feels overly agitated or upset on particularly coarse stretches of road.
Hyundai-supplied images of its newcomer's interior, which features a large infotainment screen and digital instrument cluster.
It changes direction with a certain keenness, too, but not with quite as much zest as a Ford Fiesta. That’s probably as a result of the generously-assisted electric power steering, which gives the 'wheel a slightly dead feeling, but even so, the front end responds pretty smartly to your inputs and grip levels seem fine for a car with this level of performance.
Things become a bit more interesting where the powertrain is concerned – and this is largely down to the fact that it’s tricky to ascertain just how far off production-spec this i20 really is. Its performance is adequate – the i20 isn’t exceptionally quick, but there’s enough shove from the 1.0-litre motor to get up to open-road speeds in a respectable fashion. The engine is generally pretty well mannered under load and you can really feel the extra electric assistance from the 48V system when moving off from a standstill.
The new i20's longer dimensions (including a longer wheelbase) have resulted improved rear legroom and load-bay capacity.
The dual-clutch auto 'box is a bit of a sticking point in this test car, though. Big prods of the accelerator pedal tended to prompt the 'box to spend a fair while rummaging for a gear and it has a tendency to shunt a bit when shifting as well. There’s certainly room for improvement here.
Effective regenerative braking
The regenerative braking system also stands out. I’ve not come across a 48V system this powerful in a car this small before. A lift of the throttle leads to a noticeable amount of deceleration, if not quite enough for EV-style one-pedal driving. Given that our test car still wore some of the shiny black plastic trim pieces that often adorn pre-production car interiors, it’s tough to say how much or how little design appeal will carry over from the exterior to the cabin, but the previously-released interior images look promisiing.
But that aside, the interior impresses for the sheer space it offers. Rear passengers are afforded (relatively) generous legroom and a fair bit of headroom too, so moderately-tall adults should be able to fit in just fine. The load bay, meanwhile, offers up to 351 litres of luggage capacity, although it’s likely to be slightly less in mild-hybrid derivatives.
The new i20 feels like a solid base to develop new N performance models on.
Hyundai South Africa imports the i20 from India and the same will apply to the next-generation model, of which production is set to commence on the subcontinent towards the end of the year (according to recent reports). It's unlikely that the Indian-made i20s will be quite as generously specced as their European counterparts, but they're likely to be more smartly-equipped than the current derivatives. In any instance, watch this space: based on this brief preproduction drive, things seem pretty promising for the new i20.
The BMW 2-Series Gran Coupe has landed in South Africa and we gave the keys to Ciro De Siena to try make sense of what's on offer.
In a world where no niche is left unfilled, BMW has had to come up with a rival to the Mercedes CLA and A-Class sedan and the Audi A3 sedan. The easiest solution seems to have been this, the 2 Series Gran Coupe – a 4-door version of the 2 Series.
It is essentially just a 1 Series with the boot, meaning it runs on BMW's new front wheel drive platform. But having tested the new 1 Series, we've found that for most drivers, this won't even be a consideration.
No, buyers interested in a car like this are not searching for exciting cornering abilities, they're looking for practicality, comprehensive tech, a comfy ride day-to-day and of course a premium badge on the nose.
So we forced Ciro to put his consumer journalist hat on and give us a review of the new 220d.
Audi's new A6 has finally arrived in South Africa and the range's line-up comprises 3 derivatives – a brace of sensible turbodiesels and this, the fire-breathing S6 flagship. It's certainly an impressive package, but in the "Age of the SUV", is there still room for an executive sedan?
We like: Refinement and comfort, faultless built quality, top-notch performance and handling, modern and advanced cabin.
We don’t like: Adaptive air suspension and dynamic all-wheel steer ought to be standard
Fast Facts:
Price: R1 401 500 (R1 582 400 price as tested)
Engine: 2.9-litre twin-turbo V6 petrol
Power/Torque: 331 kW/600 Nm
Transmission: 8-speed Tiptronic
Fuel consumption: 8.3 L/100km
Boot capacity: 520 litres
?Performance: 0-100 kph in 4.5 sec
What’s new?
Quite a menacing sight to see in your rearview mirror, isn't it? New-look daytime LEDs really look the part.
This new-generation Audi S6 is a quite different animal to the previous model's S6 derivative, which we reviewed in 2015. The delicious-sounding 4.0-litre twin-turbo V8 is gone; it's been replaced by the RS5's 2.9-litre twin-turbo V6. But, as you'll read below, the loss of 2 cylinders is outweighed by significant advancements in the sedan's other facets. In terms of rivals, the Audi S6 faces competition from the Mercedes-AMG E53 and, to a lesser extent, the BMW M550i, which is due to arrive in Mzansi towards the end of 2020.
The A6 is now in its 8th-generation and the range's arrival is belated… The international unveiling of the A6 happened more than 2 years ago (February 2018), but despite the long delay, we're happy the Audi's here. The question we find ourselves asking is this: Are large luxury sedans are still viable in a market that's totally dominated by SUVs?
Whether you like it or not, SUVs of all shapes and sizes are selling in their droves, and more are scheduled to arrive in the next few years. Audi has updated versions of the Q5 and Q7 in the pipeline, and Sportback versions of the Q3 and Q5 are on their way as well. Let's not forget the S and RS performance derivatives of those models either. The business case for sedans looks dire when you glance at the A4 sedan's sales figures; it was one of the brand's top-sellers for many years, but that's no longer the case.
So, for sedans to survive the SUV onslaught, they will have to be brilliant products with stand-out appeal. Without further ado, let's see if the Audi S6 is worth a closer look.
The styling is generic, but the large wheels, sporty bumpers and flared side skirts indicate that this is no ordinary Audi A6.
How it fares in terms of…
Performance
As we mentioned earlier, this generation of Audi S6 is powered by a 2.9-litre twin-turbocharged V6 motor, which we've previously experienced in the RS4 Avant and RS5 coupe. However, in S6 application, it features mild-hybrid technology, as well as an electric compressor. Without getting too technical, this compressor helps to minimise turbo lag, which means the engine feels ever-responsive. If you listen carefully, you can hear the electric motor whizzing away when you stab the Audi's accelerator pedal at idle. There's 331 kW and 600 Nm on tap (for the record, 50 Nm more than the V8) and Audi claims the S6 can hit 100 kph from standstill in 4.5 seconds, which is quite quick for a big sedan.
You can configure the S6's settings to your heart's content. Exhaust in Pronounced mode, all day and every day. Sorry neighbours.
With Dynamic mode engaged and the launch control primed, the Audi S6 seems like an athlete awaiting a starter's pistol. When you release the brake pedal, the V6's copious grunt is dutifully directed to all 4 wheels via the 8-speed automatic transmission. There's minimal wheelspin – the Audi S6 hurtles off the line in a bizarrely calm, yet satisfying, manner. When we usually engage launch control in a performance vehicle, we're accustomed to hearing loud pops from the exhaust – let alone the chirrup of scrabbling tyres, yet in the case of the S6, there's little drama. It just takes off like a fighter jet. Granted, we don't think the S6's clientele includes drag-racers, but it's impressive nonetheless.
The Audi really excels in terms of in-gear acceleration. With 600 Nm available and a well-calibrated 'box on duty, it doesn't take much pressure on the accelerator pedal to breach 3-figure speeds. The S6 proved wonderfully competent in the time-honoured 80-120-kph test, in which we simulate the scenario of quickly accelerating to overtake a slow-moving vehicle on a freeway. The sedan leaps forward without a hint of hesitation and lunges towards the horizon (no matter which drive mode you've selected). The transmission is just sublime. It's not a dual-clutch unit, but feels as just as responsive when you want crisp 'shifts, yet it quietly and smoothly goes about its business in traffic.
The Audi S6 exhausts are real and you can see the active noise flap in the right pipe. One of the few times it was closed…
Yes, the newcomer produces a lovely engine note, but you'll have to have the car in its sportiest settings to hear that creamy V6 howl, because the exhaust valves are closed in most drive modes. If you happen to be in the confines of a city and have the windows down, you'll hear that typical Audi/Volkswagen bruhp! that accompanies each gear shift (also known as vrr-pha, but let's stay on topic). The Audi does not employ a sound symposer here… those 4 exhaust tips are real and that soundtrack is utterly magical.
We liked this engine in the RS5, but we didn't fall in love with it, because it failed to match the aural drama generated by the V8-engined Mercedes-AMG C63 S and the straight-6 roar of the BMW M4 – the V6 just sounded tame by comparison. However, this motor is far more fit for purpose in the S6; it suits the car's mature executive image better.
Ride & Handling
Stylish 21-inch alloy wheels conceal the Audi Sport brakes which are effective.
While the Audi S6 is marketed as a performance sedan, we suspect most of its customers would appreciate comfort far more outright performance. So, is it comfortable? This particular test unit came fitted with the optional adaptive air suspension (R16 490), which certainly adds extra pliancy to the sedan's ride quality. We must mention the optional large wheels fitted to the test unit: at 21-inches, they aren't subtle. Despite the low-profile tyres and sporty suspension, though, Audi has made its S6 ride, no, glide beautifully.
We say that because the Audi delivers admirable on-road refinement – and then some. It's unreal just how smooth it is to drive, but with the adaptive air-damping in the mix, you're can revel in the soft comfort setting of the suspension the one moment and then, at the touch of a button, firm things up when you want to exploit the S6's performance.
Our test unit also came fitted with Audi's Dynamic all-wheel steering (R28 770), which means both the front and back wheels turn. How does it work? Well, at speeds of up to 60 kph, the rear wheels can turn up to 5 degrees in the opposite direction to the front wheels, which means the car has a tighter turning circle and, therefore, parking maneuovres are simpler to execute in confined spaces. Above 60 kph, however, the aft wheels turn as much as 2 degrees in the same direction as the fronts, which improves stability. Can you feel the system working? While you're parallel parking, yes… definitely. Plus, when you change lanes at high speed, you'll feel the car change direction with minimal fuss.
In Dynamic mode, the car's air suspension lowers it fractionally and gives it a hunkered-down stance.
The Audi S6's steering setup is also worth a mention, because it is 3-way adjustable in terms of firmness. We found the newcomer's 'wheel pleasantly light for the purposes of city driving; it becomes progressively weightier as speeds increase, but not too drastically – the tiller remains effortless to twirl. Like most high-end performance Audis, the S6 boasts a quattro all-wheel-drive setup. This quattro system has been enhanced for 2020 and is rear-biased, which means most of the propulsion comes from the aft axle.
Audi claims up to 80% of torque can be sent to the rear wheels, but for us, quattro is all about predictability and stability; the S6 grips prodigiously – it's going to take some real ham-fisted or careless driving for this sedan to come unstuck. If things to go awry, don't worry, the brakes are excellent; they invariably bring the large vehicle to a prompt stop.
The key takeaway here is that the all-wheel steering, quattro and air suspension all work together to deliver some deeply impressive levels of handling prowess. The S6 a large luxury car (a luxobarge, to be blunt)… it should not feel this agile and yet, we could happily pitch the 1 800-kg sedan into tight bends. It's a joy to drive. The S6 does its utmost to deliver driving thrills and while it's not the most dynamic Audi model, its performance is more than adequate for an S-badged product. Want more go? Buy an RS6.
Comfort & Practicality
Rear legroom and space is generally good. Rear passengers are afforded device-charging functionality.
The use of the MLBevo platform bodes well for the A6's interior space and practicality. This is, after all, the platform that underpins the Audi Q7 and A8, which are physically larger than the Audi S6. Suffice to say that front occupants are ensconced in comfort, while there is enough rear legroom, as well as headroom, to accommodate tall adults. Our test unit came equipped with the sports front seats (R18 270) and we found them to offer a fine balance of support (during spirited cornering) and long-haul comfort. Boot space is rated at 520 litres, which is fractionally less than its rivals. The Mercedes-Benz E-Class is the segment leader at 540 litres, with the BMW 5 Series coming in at 530 litres.
Connectivity & entertainment
Audi Virtual Cockpit features this unique S6-specific rev counter
The Audi S6's electronic user interface benefits greatly from the fitment of the latest Audi infotainment system. Dubbed MIB3, this system first made its debut in the Audi Q8. Comprising a tiered 2-screen setup, the infotainment system has futuristic graphics and a slick interface. What's more, Audi has integrated a haptic feedback system, so it feels like you're clicking a button when you select a function. The only downside to this nifty system is that it tends to collect fingerprints, so store some wipes in the door pocket.
By virtue of sitting near the top of the A6 line-up, the S6 is generously specced; it lacks very little in the way of onboard gadgetry. Standard kit is substantial and we're big fans of the Audi Virtual Cockpit digital dashboard (with specific S6 graphics), Audi Matrix LED headlights, the Bang & Olufsen audio system and the Audi phonebox, with its wireless charging capability and Apple CarPlay/Android Auto compatibility. Our vehicle also featured heated seats as standard, which are oh-so-useful on crisp winter mornings.
Does the Audi S6 offer the finest interior in the executive sedan segment? Possibly. It blends modernism and luxury terrifically, plus the tactile surfaces feel suitably premium. It all feels expensive and well finished, which is exactly what customers want in this segment. Road and wind noise? Pah, the cabin is well insulated from "such trivial things".
The driving tech's also worth a mention. We discovered the Predictive Efficiency system, for example. We're guessing it's dialling into the navigation to do this, but as you approach an intersection or circle, the car vibrates its accelerator pedal to tell you to ease off the power and coast to a stop (to save fuel). Such attention to detail!
The Audi S6's arguably combines high luxury and extensive technology better than most executive sedans.
Pricing and after-sales service
The Audi S6 TFSI quattro costs R1 401 500 (as of July 2020, before options) and comes standard with a 5-year/100 000-km Audi Freeway (maintenance) plan.
Verdict
An all-rounder is a cliche, but the Audi S6 nonetheless epitomises the term. Are you sure you still want that SUV?
All Audi's models are accomplished, even if the brand's sedan offerings tend to err on the side of understatement. It's going to take quite the offering to separate the good from the great in this segment, but this S6 is exceptional, inside and out. The keyword here is balance. If you want a luxurious, refined, and sophisticated sedan to commute in (often gridlocked) traffic, the big Audi will do that with ease. If you're looking for a vehicle with which to undertake long-distance journeys in absolute comfort, the S6 fits the bill.
But, if you like to occasionally break free from the rigours of everyday life and carve up a twisty set of corners with your chariot – which emits a captivating V6 soundtrack no less – the S6 delivers. Not only does the Audi cocoon its occupants in a beautifully finished interior, it effortlessly balances luxury and comfort with performance and handling.
And do you know what's the best part? The majority of SUVs can't blend those attributes nearly as well as the S6. Even though Audi's S and RS engineers are trying their utmost to engineer corner-carving ability into the Q range, a sedan will always be one step ahead dynamically. The executive sedan segment will soon heat up – an updated Mercedes-Benz E-Class is on the way and the facelifted BMW 5 Series is due to make landfall before the year is out, but the new Audi A6 presents a strong alternative.
If you want even more presence and performance than the S6 offers, you'll have to wait until early 2021, when the Audi RS6, which churns out 441 kW and 800 Nm (courtesy of its 4.0-litre twin-turbo V8) is set to make its arrival in the local market. It'll have its drawbacks, however. The RS6 will be offered in Avant (station-wagon) guise only, which limits its appeal, plus its performance will probably be overkill, given the limitations of South Africa's road network. The S6 is the next best thing, but far from a piecemeal derivative.
