VW has announced a significant management shakeup, illustrating the scale of its electrification strategy and challenges in this regard.
Herbert Diess is no longer CEO of both the VW Group and brand. As VW prepares to dominate the global market for electric vehicles, complexities are surging.
Although Diess has proven to be one of the more agile global automotive CEOs, with an excellent understanding of issues facing his industry and its struggles to transform, the workload has become unsustainable.
VW’s board has announced that Diess will retain his position as VW Group CEO, managing the broad strategic aims and cooperation between its various brands, but relinquish is responsibilities for all things Golf.
Ralf Brandstaetter will become the new CEO of VW, guiding the brand through its most challenging period. VW is attempting to become a technology leader in both battery vehicle technology and software integration.
The company has experienced issues with software development on its forthcoming Golf 8. As VW’s future model range relies more on electrical control systems and data management, it will require improved programming resources.
Brandstaetter’s responsibility is to ensure that the delivery of electric vehicles and integrated technologies happen without delays or customer dissatisfaction.
An industrial engineer by training, Ralf Brandstaetter has been with VW since 1993. He initially specialised as a metal sourcing specialist, before becoming a procurement expert for chassis and powertrain.
The task that Brandstaetter faces is massive. VW has huge cost escalations to manage. Diess has projected that VW’s investment in electric vehicle architecture, battery sourcing and autonomous driving technologies might balloon to R1.5 trillion.
Production savings are crucial in managing that budgeted number. Within the entire VW Group, it is far easier to save money with cost management at a volume brand, like VW, than Porsche, Bentley or Lamborghini. And that will be Brandstaetter’s new mission as CEO.
Mini JCW Cooper GP (2020) International First Drive
The JCW Cooper GP is the hardest of hardcore hot hatches – Mini's even tossed out the rear seats, for Pete’s sake! But, considering the horde of hot-hatch hustlers it's up against, does the newcomer have enough substance to muscle its way to the top of the list? Our international correspondent, Greg Kable, drove it in Germany to find out.
So, here it is: 2 and a half years after we first saw that extreme concept car at the Frankfurt Show, the new Mini John Cooper Works GP has finally arrived. Yes, the fastest roadgoing Mini model to date has had a rather drawn-out development cycle indeed… Heck, there were times when a lack of any official confirmation on its progress from the Oxford-based manufacturer prompted us to believe that plans for a new GP had been abandoned, but you know what they say about things that come to those who wait.
Exclusivity? Check!
Like its distinguished predecessors, the GP will be produced in a limited run of just 3 000 examples, of which an extremely limited number will be coming to the South African market. Two versions are on offer: a full specification derivative and a more track-biased "naked" one, the latter of which goes without an infotainment system or air conditioning. The good news is that Mini has stuck to its guns and delivered a car that's not too far removed from what was originally promised for the brand's 60th anniversary: one that incorporates all the gregarious spirit and driving fun delivered by Mini's various competition cars down the years.
Performance-wise, the 3rd-generation GP raises the bar by a not-insignificant 55 kW and 132 Nm over the JCW 3-door (upon which it’s heavily based). It runs the same-spec 2.0-litre 4-cylinder turbopetrol engine as the larger and heavier Clubman JCW All4 and Countryman JCW All4 – the B48, as it’s known internally within the BMW Group.
Potent performance
Add power, shed weight, lower centre of gravity. All things to make a faster hatchback ticked off the list.
The uprated powerplant delivers a peak power output of 225 kW, endowing this most potent Mini with a power-to-weight ratio that’s up by 50 kW per tonne over its predecessor, at 180 kW per tonne. No less influential to the driving experience is the torque, which peaks at 450 Nm between 1 750 rpm and 4 500 rpm.
Changes over the engine used by the JCW include a new twin-scroll turbocharger running higher boost pressure, a reinforced crankshaft with a larger main bearing, lighter pistons, new connecting rods, a redesigned vibration damper, a larger sump and greater cooling potential. Although it retains a front-wheel-drive configuration, the GP is sold exclusively with an automatic transmission. This seems an odd move given its positioning as a road-and-track car…
However, Mini says the 8-speed transmission, appended with steering-wheel-mounted shift paddles, is key to providing the GP with the performance to challenge rivals such as the Renault Mégane RS Trophy and Honda Civic Type R – even though it retains the same individual gear ratios and 2.96:1 final drive ratio as the JCW.
Like its predecessor, the GP is a pure 2-seater. While the front of the cabin is little changed from the JCW, apart from the inclusion of a digital instrument display and new trims, the rear bench has been removed in the interest of weight saving and body-stiffening. A transverse brace is added behind the front seats, although this is simply to stop luggage from sliding forward under hard braking and plays no part in improving the newcomer's rigidity.
Hitting the starter button unleashes a rich blare of exhaust noise that’s eminently appealing and fully befitting of the GP’s track-bred character. On the move, where it emits the odd crackle on a lifted throttle and during downshifts, the acoustic qualities are clearly more expressive and immediate than in other Minis, thanks partly to the adoption of a new stainless-steel exhaust system featuring unique ducting and purposeful-looking, 90 mm diameter tailpipes.
225 kW and 450 Nm of torque is plenty of gas for something deemed a Mini.
There’s no arguing with the effectiveness of the engine in propelling the GP’s relatively low kerb weight of 1 255 kg. There’s a hint of low-end lag, but keep it percolating above 2 000 rpm and the motor remains engagingly responsive (and nicely linear) in terms of delivery, with plenty of torque-driven urge and pleasing smoothness through the mid-range. There’s often too much torque for the mechanical differential lock and dynamic stability control (DSC) system to properly cope with on occasion, in fact. As a result, when you accelerate hard, there is some moderate corruption of the steering as the GP struggles to fully transmit its reserves to the road in lower gears.
This aside, the performance feels every bit as strong, if not stronger, as that indicated by Mini’s claimed 0-100 kph time of 5.2 sec. The engine is willing, with a fittingly muscular character to the 6 800 rpm cut-out, while the gearbox shifts wonderfully crisply – and promptly – on a loaded throttle in manual mode.
No comfort mode here
There’s no need to scroll through different driving modes to tickle the best out of the GP, either, because the uber-Mini is programmed for Sport only. It doesn’t take too long to discover that the GP operates on an altogether higher performance plane than any previous production Mini. At all points, it feels faster, more urgent and generally a good deal more fervent than even the JCW. Happily, these traits also apply to the handling, which, if anything, is even more impressive than the sheer speed generated by the motor.
There’s a terrifically agile feel to the GP, and it’s never less than incisive across a winding back road. The basis for this is a series of stiffening measures incorporated within the body structure, including a new engine mount, a beefed-up front tower strut brace and, most notably, a sturdy rectangular support for the rear suspension. The GP also runs its own unique camber rates, beefed-up anti-roll bars and, with unique 18-inch wheels featuring greater offset than those of the JCW, suitably wide tracks.
The standard 225/35-profile Hankook tyres come with S1 Evo Z tread or, as worn by our test car, TD semi-slicks. On top of this, Mini has lowered the ride height by 10 mm over the JCW, bringing a lower centre of gravity and even greater visual aggressiveness to the stance.
Despite looking quite serious the rear cross-brace is only there to stop luggage sliding forward.
It’s the immediacy of the Mini's steering that initially shines through. Turn the wheel and it delivers great on-centre response. The hefty weighting of the speed-sensitive electromechanical system can be a little disconcerting at first, but it becomes a welcome attribute once you’re dialled in, particularly at speed, where it compensates for a lack of proper road feel. It really is nicely judged, giving the GP a keenness in directional changes that’s clearly beyond that of the JCW.
The cornering ability of the GP is characterised by superb body control and a steely resistance to understeer. The real strength, though, is the grip. With all the various changes to the suspension and the huge purchase provided by its grooved race tyres, the car is capable of generating truly heady cornering speeds on smooth surfaces. However, it takes a lot of commitment to even begin scratching the surface of its lateral limits on public roads.
Semi-slick rubber is fitted the Cooper GP giving it serious traction.
We’ll need a lot more time behind the wheel and a circuit to properly explore the GP’s handling, but those in the know at Mini suggest it will see off the standard BMW M2 coupé over a single lap of the Nürburgring. What we can already vouch for is its outstanding high-speed stability. On an extended autobahn outside Munich, we briefly reached a whisker over 250 kph, at which the GP felt superbly planted and full of intent. Mini says it can hit 265 kph when given more room to roam, making it the brand’s fastest model yet. The compromise in achieving all this manifests itself in the quality of the ride – although not by as much as you might expect.
There’s a general firmness to the suspension (which is by MacPherson struts at the front and multi-link at the rear), but it’s not totally devoid of compliance. Overall, it’s a touch more reactive to surface imperfections than the JCW. However, it was far from harsh. The brakes are well up to the job, too. Once again, they’re the same spec as those used by the Clubman JCW All4 and Countryman JCW All4, with 360 mm discs grabbed by 4-piston calipers up front and 330 mm discs with single-piston floating calipers at the rear.
If looks could kill
The big wing and bodykit make this an unmistakable presence on the road.
Of course, there’s more to the new GP than its sheer speed and sweet handling… This car unapologetically signals its track-bred intent with the most radical bodykit and arguably toughest stance ever applied to a roadgoing Mini. The visual purpose apparent in the original concept remains very much ingrained in the function-led exterior. The styling differentiation over the standard JCW is quite extreme and instantly signals the added performance potential.
It starts at the front, with a deeper front bumper that houses larger cooling ducts and a more pronounced splitter element. Farther back, there are blade-like front wheel arch extensions that carry the car’s individual build number. Like those used for the rear wheel arches, they’re fashioned from the same carbon fibre that’s used within the body of the BMW i3 and are used to house the wider tracks and 8-inch-wide alloy wheels.
The most eye-catching addition, though, is the GP’s enormous rear wing. It looks as though it has been stolen straight off a TCR race car and, along with subtle lip spoilers, helps contribute to providing added downforce at speed. There’s also a subtly altered rear valance within the rear bumper, which houses those centrally mounted twin tailpipes.
Summary
The Mini JCW Cooper GP is now even faster (and, in a word, remorseless) in handling ability than ever before. It’s wonderfully focused and manages to involve you to a high degree in the right conditions. However, despite its obvious competency, the decision to make it available with an automatic transmission appears only misguided. As hardcore as it is in many areas, the GP doesn’t quite feel like the full raging race car for the road that Mini would have us believe it is.
In an effort to broaden the appeal of its Pik Up double-cab, Mahindra has introduced a pair of 6-speed automatic derivatives to its bakkie range. We recently tested the Pik Up S11 4×4 version to see how well it performs. Watch the video!
Earlier this year, Mahindra introduced a new 6-speed speed automatic transmission to its Pik Up bakkie range. According to Mahindra SA chief executive Rajesh Gupta, the move was prompted by “overwhelming demand for an automatic transmission” and the Indian manufacturer will undoubtedly be hoping to build on the impressive growth it achieved in the local market in 2019. Last year, the brand’s total market share grew to about 1%; Mahindra is evidently one of the fastest-growing vehicle brands in Mzansi.
The Pik Up S11 automatic is offered in 4×2 and 4×4 guises and should appeal to buyers looking for value and convenience in the lower end of the double-cab market. Just how good is the new Pik Up S11 4×4 automatic? Cars.co.za journalist, Gero Lilleike, took it for a play date in the mud to find out…
Despite the disruption caused by the Covid-19 pandemic, the all-new Isuzu D-Max remains on track to be launched in South Africa during the second half of 2021. Here's what you need to know about the popular bakkie, which finally gets a new model after 8 years.
The new Isuzu D-Max will be built in South Africa and it will be powered by a revised version of the current 3.0-litre turbodiesel motor packing 140 kW and 450 Nm. Under the skin, there's extensive work done to the chassis and the suspension.
For the 4×4 enthusiasts, there's 800 mm of wading depth, as well as a rotary transmission selector featuring 2 High, 4 High and 4 Low, as well as Hill Descent. The all-new Isuzu D-Max features ABS, EBD, Brake Assist, Traction Control, Stability Control, Hillstart Assist, 8-way parking sensors, and rear cross-traffic alert.
Inside, it has a rake and reach adjust for the steering, while there's a big focus on comfort, something we've always had issues with previously. In terms of connectivity, there'll be Apple CarPlay and Android Auto, as well as a modern 9-inch infotainment screen and audio system.
From what we've seen so far, it looks like Isuzu is trying to shake off its workhorse image and move into the lifestyle space.
Just over six months ago Isuzu Motors of Japan confirmed that it will be investing R1.2 billion into the next-generation D-Max bakkie programme in South Africa, while an additional total local content value of R2.8 billion will be generated through the lifecycle of the programme. We expect the all-new Isuzu D-Max to go on sale locally in mid-2021.
Only a few days into being in the hot seat at Isuzu, we speak to the Japanese marque's new local CEO and MD, Billy Tom.
We recently reported on the appointment of Billy Tom (50) as the new CEO and MD of Isuzu, a brand which has been re-energised since "going it alone" following the departure of General Motors. Tom seems perfectly suited to the job, with not only previous experience with General Motors itself but also in the banking and FMCG sectors, education in the Eastern Cape (Rhodes University) and a passion for farming, all of which will stand him in good stead with a brand such as Isuzu.
Business in a post-COVID19 world
Perhaps predictably, Tom's first days in the office will be focused on getting business going again in a very different consumer landscape. "A lot has changed," he says, "the motor industry will never be the same again. Social distancing, for example, is here to stay, but beyond that, we need to figure out how consumer demands have changed, and consequently how we should change our business."
"A good example is our online presence," he explains. "People are still kicking tyres, but they're doing it on the Internet, so we have to ensure that our platforms and systems are as user-friendly as possible. Our customers are our reason for existence and we need to always ensure that we put their needs first.”
Renewed focus
In the ongoing Cars.co.za Ownership Satisfaction Survey, conducted in partnership with Lightstone, it recently emerged that Isuzu's salespeople were the highest rated in the industry (2019). This is a particularly surprising and strong performance, given that in the past, when Isuzu was distributed through General Motors dealerships, the GM network was typically rated poorly. This follows on the brand's surprise second-place finish in the prestigious Brand of the Year category at the 2019/2020 Cars.co.za Consumer Awards – Powered by WesBank. We asked Tom how the brand's dealerships have managed to improve so much in a relatively short space of time.
"It's all about focus. In the past, the salespeople sold a suite of products, of which Isuzu was but one, but now they are brand specialists. They live and breathe Isuzu and whether they're selling you a bakkie, an SUV or a truck, they know the product, which in addition to being a by-product of being specialists, is also the result of a significant investment in training."
Isuzu currently has 79 dealerships and growing the network is not a priority at the moment. "Dealership sustainability is key," says Tom.
Newly added automatic derivatives of Isuzu's D-Max 250 Double-Cab could perfectly fit changing customer trends.
"Consumers are big on relationships. Brands tend to get transactional very quickly, but we need to invest more time in understanding our customers. In the coming months and years, consumers will be very careful with their money. People are going to shop for value. We may also see the recreational side picking up, because people may want to venture out on their own and require vehicles that fit that lifestyle."
Isuzu's m-UX was recently upgraded and could be one of the brand's products to benefit from the predicted trend, but Tom believes that the new automatic D-Max double-cabs, which are offered at a very attractive price point, could benefit most.
The new D-Max
Just over six months ago Isuzu Motors of Japan confirmed that it will be investing R1.2 billion into the next-generation D-Max bakkie programme in South Africa, while an additional total local content value of R2.8 billion will be generated through the lifecycle of the programme. Tom says that, despite the COVID-19 pandemic, plans are still on track for a local launch date during the second half of 2021.
Bentley has surpassed an important milestone for its Bentayga SUV.
The British luxury vehicle brand announced that the 20 000th Bentayga has been delivered, which marks a notable achievement.
Although the Bentayga was considered deeply divisive of Bentley’s traditional values at launch, it has become a vital product in the company’s portfolio.
Product planners at Bentley realised that wealthy customers were not always domiciled in places with great tarmac driving roads. They desired the design, luxury cabin craftsmanship and technical features which have always defined Bentley, but with an ability to drive on all terrain types.
The solution has been Bentayga, which has conquered new customers for Bentley and added additional revenue, without sacrificing too many engineering resources. Although a tremendously heavy vehicle, even more so than Bentleys limousines, the Bentayga has adequate engineering applied, to ensure it drives as a Bentley is intended to.
Balancing the large SUV through corners are electrically powered anti-roll bars, which manage to do a very credible job of keeping the Bentayga centred.
Despite the success of Bentayga, there are issues with Bentley’s overall business plan. The company is planning and executing all research and product development according to a new ‘Beyond100’ strategy. This to ensure that Bentley remains a leader in luxury motoring, for the next 100 years.
An unexpected part of this Beyond100 programme has been the unhappy outcome of redundancies. Bentley has discovered that it is overstaffed for current product demand and announced that nearly 1 000 employees will be retrenched. That number accounts for nearly a quarter of Bentley’s entire workforce.
Unlike most automotive manufacturers, Bentley is labour intensive and has resisted the rampant mechanisation of many high-volume assembly plants. Many parts of a Bentley are built by hand, especially the highly customizable cabin architectures and finishes.
Despite valuing the art of craftsmanship and handbuilt excellence, not even Bentley has proven immune to weak luxury car demand. Or the pressures of cost analysis and the lure of increase mechanisation.
BMW is celebrating all things M-Division with a new, limited-edition, M4.
This collector’s version fo the M4 features a very interesting roof design, with BMW’s technical people having integrated the M-Division’s colours into the carbon-fibre roof surfacing.
Viewed from above, or a high-aspect side angle, you’ll notice the signature BMW racing stripes, in light and dark blue, with red, which have been embedded into the roof’s carbon-fibre.
Beyond its trick roof colour contrasting, the M4 Heritage edition rolls star-spoke design alloy wheels, 20-inches in diameter.
Inside you’ll have the option on three different contrasting hues for BMW’s bicolour M-specification seats, whilst red and yellow contrast stitching keeps the cabin’s leather trim together.
As with all limited-edition models, BMW is keen to remind its M4 Heritage customers exactly which number they own. To serve this purpose, and increase the future value of these latest M4s, you’ll find a Heritage number badge on the dashboard’s passenger side carbon surfacing and door sills.
BMW has also added ‘Heritage’ lettering to the front headrests.
Mechanically there are no changes over what you’d expect from any other M4. All engine energy output goes to the rear wheels via a seven-speed dual-clutch transmission and there are 331 kW and 550 Nm to power it along, sourced from a twin-turbocharged 3-litre in-line six.
Total global production for the M4 Heritage will total only 750 cars, due to be assembled between November and April of 2020. South Africa is on the list with just 10 models making their way here.
BMW M4 Heritage Edition Price in South Africa June 2020
Porsche’s highly-anticipated electric sportscar, the Taycan, has arrived in South Africa and pricing has appeared on the brand’s local website.
The Porsche Taycan can now be purchased in South Africa and the all-electric sportscar is offered in 3 flavours including the Taycan 4S, Taycan Turbo and the range-topping Taycan Turbo S.
A pair fo synchronous electric motors, one powering each axle, generates a maximum of 390 kW and 640 Nm of torque in the Taycan 4S which comes equipped with a 79.2 kWh battery pack. Performance from zero to 100 kph is claimed at 4.0 seconds with a top speed of 250 kph. Maximum range is estimated at 407 km.
Outputs increase to 500 kW and 850 Nm in the Taycan Turbo and this derivative is equipped with a more powerful 93.4 kwh battery pack and range is estimated at 450 km. The Taycan Turbo, however, is substantially quicker in the sprint from zero to 100 kph with Porsche claiming 3.2 seconds with a top speed of 260 kph.
The range-topping Taycan Turbo S maxes out with outputs of 560 kW and 1 050 Nm and comes equipped with the same 93.4 kWh battery pack found in the Turbo derivative. Zero to 100 kph is claimed at 2.8 seconds with a top speed of 260 kph. Range is claimed at 412 km.
Charging will take roughly 22 minutes if connected to a high-power 270 kW or 800-volt fast-charging station.
In terms of pricing, see what you can expect to pay for the Taycan below.
Porsche Taycan – Price in South Africa
Taycan 4S – R2 586 000
Taycan Turbo – R3 476 000
Taycan Turbo S – R4 077 000
A Porsche Driveplan is standard, offering 3-year/90 000 km maintenance cover while a 5-year Driveplan is optional.
With its RS Q8, Audi has asked uncomfortable questions of the Lamborghini Urus, in terms of which is the most significant performance SUV for the money.
If you wish to settle that debate beyond any further dispute, there is now a monumental upgrade of Audi’s fastest SUV.
German aftermarket engineering consultancy, Wheelsandmore, is offering Audi RS Q8 customers an incredibly power upgrade – at an equally unbelievable price premium.
Audi’s RS Q8 produces a very decent 441 kW, from its bi-turbocharged 4-litre V8. But Wheelsandmore claim they can boost the large Audi high-performance SUV to 743 kW.
How does Wheelsandmore manage to extract that much more power from the Audi 4-litre V8? First of all, the install their own engine control module, which operates under very liberal parameters. A custom crafted exhaust system and downpipes improves gas-extraction efficiency and there are reshaped air intakes. They will even naughtily remove all particulate filters to improve flow rates.
The result is a supercar rivalling 743 kW and 1 250 Nm. Quite how the ZF eight-speed automatic transmission deals with all this, is unclear.
No 0-100 kph claims are made, and this is understandable, as al that additional power will buffer against the diminishing return curve of traction. The Wheelsandmore RS Q8 is good for a top speed of 305 kph.
Entirely appropriate for an upgrade this outrageous, are the Wheelsandmore RS Q8’s wheels. They measure 24-inches and roll 295/30 tyres up front and 355/25s at the rear, with rubber being supplied by Vredestein.
Pricing
Owning a 743 kW Audi RS Q8 does not come cheap, as Wheelsandmore have priced their upgrade kit at an estimated R750 000.
Father's Day is around the corner, but don't worry, SentiMETAL has all the gifts that any petrolheaded dad could dream of.
The SentiMETAL online store's product line-up continues to expand and now includes more limited-edition prints, scale model cars and other motoring-related goods than ever before. Shoppers who make use of our special Father's Day promotion will not only get 15% off when they spend R1000 or more, but also get the fabulous OTTO magazine as well as our new Live to Drive double-sided licence disc sticker as free gifts.
Our new double-sided SentiMETAL licence disc sticker will mark you out as someone who "Lives to Drive".
A new shipment of collectible toy cars from Hot Wheels and Japan's Tomica have just arrived. The Tomica cars are renowned for their quality and impressive detailing for the 1:62 scale. Some of the first arrivals include the legendary Nissan Skyline GT-R (KPGC10), Toyota 2000 GT and even the Alitalia-branded Lancia Stratos rally car.
The legendary "Hakosuka" Skyline is now available in miniature form on the SentiMETAL store.
For those collectors who focus on the bigger scales, there are a number of impressively detailed 1:18 models from the likes of Minichamps, Ottomobile and Norev. Recent additions include the AC Cobra 289 and a stunning Toyota Land Cruiser FJ40 by Triple 9 models.
Ottomobile is regarded as one of the best scale model car producers in the world, and SentiMETAL is currently offering its limited edition BMW M3 CSL and Mercedes-Benz G55 AMG models for purchase.
Get your Legends of Group N print, featuring the BMW 325iS before they're all gone.
And then there is the ever-expanding series of limited-edition prints. SentiMETAL recently launched a series celebrating South Africa's Group N legends, and the first two releases feature the iconic BMW 325iS (in Winfield colours), and Mike Briggs' A1 Opel Kadett Superboss. These prints are limited to 50 copies each, so be fast!
For Mercedes-Benz fans there is also something very special – a new series of prints featuring the SL series, with the first 2 prints focusing on the iconic 300 SL and the "Pagoda". Again, only 50 prints of each will be offered for sale, each individually numbered.
To browse the full selection of products on the SentiMETAL store, go here.
