The first prototypes of the next-generation Mercedes-Benz GLC SUV have been spotted on the road. Here's what we know so far.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.
Don't be alarmed when you see that Mercedes-Benz is already working on the next-generation of GLC. We were also a bit puzzled, surely it's too early? The current Mercedes-Benz GLC only reached SA shores in 2019 and by our reckoning, there's at least 3 years left in the product lifecycle.
So, what do we know about the 2023 Mercedes-Benz GLC? Mercedes-Benz is pushing its SUV range hard and along with GLA, GLB, the GLC is becoming an important model in the portfolio. We suspect there's an all-new platform under the skin and the larger proportions are to provide more space, but critically, to carry the new hybrid and plug-in tech. Those batteries will need to be stowed somewhere after all.
In terms of engines, expect a full complement of petrol, diesel and electrified options, as well as a thundering AMG version. However, the jury's out on whether it will be a force-fed V8 petrol or the controversial 2.0-litre 4-cylinder with EQ Boost that's apparently earmarked for the next C63 S.
We've got a long way to go before we see the all-new Mercedes-Benz GLC and estimates are putting a production reveal in 2023.
Hyundai has teased more images of its forthcoming Sante Fe model upgrade.
The fourth-generation Sante Fe is now approaching the midpoint in its lifecycle and as such, some design upgrades are to be expected.
An official teaser image shows new T-shaped LEDs framing the grille. This front illumination arrangement is typical of Hyundai’s current design language. Sante Fe also gains a new geometric patterned grille, dominating the vehicle’s front-view.
It is not merely appearance where Hyundai’s product team has been busy improving the Sante Fe. This revised Sante Fe is also expected to ride on Hyundai’s N3 vehicle platform, which has been a huge investment for the Korean company.
This futuristic vehicle architecture prioritises having both a low centre of gravity and ease of hybridization. The N3 platform is Hyundai’s most advanced in terms of electronic integration, with sufficient sensor capacity for level 4 autonomous driving.
Hyundai might be sparse with technical details about the new Sante Fe’s engine and drivetrain changes, but evolution to building it on the company’s N3 platform opens the possibility of powerful new hybrid powertrain choices.
Those Hyundai followers who are taken by the promise of pure-electric drive and battery-power, should in all likelihood, have the option on a plug-in BEV version of the new Sante Fe.
The new Sante Fe is expected to launch first, in Europe by September. Right-hand drive markets in the southern hemisphere should receive the new version early in 2021.
We had to wait quite a while for it to arrive, but Hyundai’s very first N car has finally landed in South Africa. Has the Korean manufacturer hit it out the park at its very first attempt? After a couple of weeks of driving the i30 N hot hatch on near-empty Cape Town roads during the lockdown, we are ready to answer that question.
We like: Manageable performance, stable handling, understated looks.
We don't like: Lacks pure steering feel, ambitious list price.
Some Hyundai dealers regularly offer specials: Have look here.
What is it?
Ready to take on the hot hatch brigade, N has made it clear it is not just here to take part.
The Hyundai i30 N has been available in Europe since the end of 2017, but the N division's protagonist took its sweet time to find its way to local shores; Hyundai South Africa did not initially believe there was a business case for it here. Fortunately for Mzansi's performance-car aficionados, the Korean manufacturer's very first N car is here and has been tossed straight into the melting pot that is the hot-hatch melee. This segment is owned by the Volkswagen Golf GTI in terms of sales, but dynamically the strength of the competition is tough to beat: the Honda Civic Type R is the most hardcore and track-adept hot hatch and the Renault’s Megane RS is chuckable, precise and the latest in a long line of great hot hatches to bear its name. How does Hyundai intend to compete?
Well, the N in i30 N has 2 meanings. Firstly, it references Namyang, where Hyundai Kia's research and development centre is located in Korea and secondly, the Nurburgring – the brand’s test base in Europe where all the N vehicles are tested and honed. Hyundai also recruited the help of some of BMW M’s most senior engineers by luring them to the N division in order to deliver a product that could match up well with any of its peers. So, it’s time to get down to the nitty-gritty.
How it fares in terms of…
Performance
It's not the winner on paper, but it's hardly slow either.
Contemporary hot hatches produce once-unthinkable power outputs. There was a theory from engineers not so long ago that the maximum output one could feasibly put through the front wheels was 200 kW. It was believed that, beyond 200 KW, the mechanical bolstering and differential trickery required to combat the effects of torque steer would become too expensive to produce an economically viable front-wheel-drive hot hatch. That is why you see models like the Mercedes-AMG A45, Audi RS3 and BMW M135i xDrive, which have all gone the all-wheel-drive route.
The i30 N shovels a pinch over that perceived barrier – 202 kW (and 353 Nm of torque) are directed solely at its front wheels. The hot hatch recipe has always been "front-engined, front-wheel-drive and a hefty dollop of fun", so Hyundai has it the marks there. The newcomer's acceleration figures are admittedly not as bold as some of its rivals, but at 6.1 seconds from 0 to 100 kph, it offers adequate sprinting thrills. Still, you’re likely to lose a robot-to-robot dice against the Honda (5.8 sec) and Renault (5.8 sec), as well as the upcoming Golf GTI TCR (5.6 sec), but the Korean will theoretically beat a stock GTI (6.4 sec) in that regard.
Putting the claimed stats aside for a second, the i30 N accelerates intently (hard) with a distinct lack of torque steer. Even though the power is delivered in a chunk of mid-range thrust, the Hyundai's grippy 19-inch tyres deal with it well and the steering holds relatively straight under intense acceleration. The 'wheel doesn’t tug harshly to one side when you shift gear and give the i30 N a full boot of throttle.
A manual shifter is rare these days, especially one this accurate and fast-shifting.
The newcomer's acceleration is not quite linear – it tapers off towards the top of the rev range – but the snappy 6-speed manual gearbox provides plenty of driver engagement. The shifter is perfectly positioned in the cabin and the shift-action through the gates is precise and confident; you're unlikely to miss a shift, even when rushing down the 'box under heavy braking. And that braking comes with a free rev-matching blip of the throttle as you reverse through the box (depending on the drive mode you’re in, of course).
Modes? Yes, this car is all about modes and how they change the characteristics of the engine, suspension, differential, traction control and exhaust note. You can work your way through the drive modes via the steering-mounted button with your left thumb, which will scroll through Eco, Normal and Sport modes. The chequered flag button on the right puts everything into N mode, which is the most aggressive setup on all the aforementioned parameters. N mode can further be customised by using the infotainment screen menu.
Flicked into N mode, the i30 N goes from sounding like a plain warm hatch with hardly any wilful utterance from the engine or exhaust to a litany of cracks, bangs and pops at every shift (up and down), as well as every time you come off the throttle. From inside the car, it never sounds over the top, the cabin is particularly well-insulated, but from outside it sounds like an endless supply of Tom Thumbs that have been set alight in a drainpipe.
Handling
You can customise the N mode to tailor the i30 N's responses to your taste.
Driving the i30 N on near-deserted roads (with Lockdown Level 4 in place) felt strange… as if I was living in the Will Smith film I am Legend. It does have its advantages though, as it gave me the opportunity to really stretch the legs (and limits) of the i30 N without another vehicle in sight.
In full N mode, the Hyundai's suspension stiffens up drastically and the steering weights up in a similar way that it does in a (BMW) M car. In fact, the latter's a little too heavy in N mode. The ride quality, which is so absorbent around town and over bumps in normal mode, thrashes your kidneys as if they're body blows dealt by Mike Tyson; the impacts expel the air from your lungs every time the surface degrades or just becomes uneven. In N mode though, it all makes sense: the i30 N turns in fast and accurately – the grippy tyres and diff enable the front-end to cling to the tarmac so that you can introduce the power sooner and sooner until, eventually, the rubber gives way. You won’t lose traction on fast sweeping corners though, the i30 N is stable under braking and off-throttle, there’s not a hint of lift-off oversteer and in that regard, it behaves similarly to a Golf GTI, which is high praise. You can’t throw it around like a Megane RS, though: Hyundai clearly wanted a hatch that felt fast, but wouldn't pitch any curveballs in the handling department.
The Hyundai is still fun and engaging to drive hard… I found myself repeating the best sections of road with a bigger smile on my face on every occasion. I set the steering mode back to normal to reduce some of the weight, but the i30 N doesn't communicate the feel of the road in a granular manner. You have to introduce steering inputs quite early at corner entries to see how the car reacts before committing more/less lock. It’s a tenth-of-a-second adjustment, but something the aforementioned Renault and the Civic don't require.
To contextualise the dynamic characteristics of the i30 N with those of its rivals, I would say the Hyundai's more fun to drive and ultimately faster than a GTI (we await the TCR derivative for a showdown), but it won’t give you the same seat of your pants thrills of the aforementioned RS and Type R. That said, the i30 N has more refined day-to-day manners than the French and Japanese contenders.
Kerb appeal
The i30 N looks a little understated compared with its rivals, but that seems to be its appeal. Hyundai must have looked at the segment-leading Golf GTI and noted how a clean design with limited go-faster bits and some subtle styling additions can make you a global icon. The Hyundai gets a roof-mounted spoiler, some side skirts, a few N badges here and there and some red pin-striping around the front and rear bumper to distinguish it. Oh, don’t forget the pipes at the back and the fake diffuser, replete with faux air dams.
The Performance Blue paintwork, which is like a powder blue (it's not so easy to tell from the photographs of the test unit) and 19-inch wheels (with huge red brake calipers) complete the look. It’s actually a really good look; the i30 N has just the right amount of aggro without going full Civic Type R – and everyone knows you should never (need to) go full Civic Type R…
Interior ambience
The interior could do with a few more fun elements.
The inside of the i30 N is the only real "meh" bit of the new entrant. Aside from the bucket seats finished in a leather and suede combination, there’s nothing in the way of racy detailing to make you giddy or swoon. The Hyundai's instrument cluster gets an F1-style shift light display and there are those 2 blue buttons on the wheel for mode adjustments, but there is a noticeable lack of "a sense of occasion" when you slide in behind the Hyundai's tiller.
Beyond that, it’s a very well executed cabin with modern finishes, heated seats and -steering wheel, as well as dual-zone climate control. To reiterate, the Hyundai is very quiet when pottering around town and adapts well to inner-city life on the daily commute.
After-sales service
The Hyundai i30 N is sold with a 7-year/200 000 km warranty and 5-year/75 000 km service plan.
Verdict
The local price is the only thing holding the i30 N back at the moment.
Hyundai SA only plans to sell 5 to 10 units of its maiden hot hatch a month, so the proposition of i30 N ownership promises a level of exclusivity that its rivals simply cannot match. As a first-of-its-kind N model, the i30 N is a significant statement of intent from the brand. The Korean marque has hit the marks straight from the get-go, delivering a refined product that’s both fast when it needs to be and then perfectly capable in day-to-day traffic. It'd be even more practical with the introduction of a dual-clutch ‘box at some point.
Suffice to say the newcomer makes the right sounds and has great road presence in the same way a Golf GTI grabs attention without the need to brandish explicit wings and fins. While it’s not the fastest hot hatch on the market, the i30 N offers a fun-yet-safe driving experience that allows you to push hard without feeling like things could suddenly untangle and that the car might end up in a ditch at any moment.
So, in a comparison with the Golf GTI, the i30 N is better in many ways than its outgoing German rival and if I had to choose between the 2, at the same price, I would go for the i30 N. But, at the current price (May 2020), where it costs R100 000 more than a GTI, the Hyundai's premium is a near-impossible pill to swallow. Add to that, the next-generation (Golf 8) GTI will be here within 12 months and the Hyundai looks a little less appealing.
Mercedes-Benz teases new S-Class [Update]
Mercedes-Benz has revealed the front-end design of its upcoming W223-generation S-Class during an online presentation featuring Daimler chief executive Ola Kallenius. He confirms that the new first-class sedan will still be revealed (and go into production) this year and suggests the newcomer will be a "technological tour de force". We've rounded up all the details we've pieced together about the W223 here…
The presentation was not about the new S-Class in particular, but Kallenius said the company had put its "brightest minds and most creative people" to work on its new flagship model and that he had already driven a pre-production model.
“(The new S-Class represents) a completely new level in terms of artificial intelligence and needs-based electrification. I drove a preproduction model and it’s amazing," he said. "We drove it around, even at high speed on the autobahn. (It's) very serene and has a (very refined ride quality). Its predecessor may have set the bar high, but the new S-Class will be special."
This view of the front of the new S-Class shows more detail of its front bumper treatment.
We understand that the newcomer will be based on a substantially updated version of the brand’s MRA (Modular Rear-wheel drive Architecture) platform, which should yield weight-savings over its predecessor, and have a 48V mild-hybrid electric architecture, which of course facilitates hybridised powertrains (including of the plug-in variety). It is also rumoured that the model will be offered exclusively in long-wheelbase guise, which should give it a stately overall length of about 5.3 metres.
The sole supplied image shows that the W223 has a slightly protruding chrome-look grille with a trio of horizontal blades and angular headlamp clusters with a distinctive swoosh daytime-running-light detail, as well as a trio of projector beams. The design of the upcoming car's front-end is not a revelation, however. Earlier this month, we published these images from Spanish blogsite Cochespias of a black pre-production unit that was covertly photographed at a junkyard in the vicinity of one of Benz’ manufacturing plants.
The S-Class remains a symbol of restrained luxury and upper-crust motoring; its understated styling reflects that.
Compared with the bold new nose treatment of facelifted BMW 7 Series, the Benz’s styling is largely evolutionary; at the back, the most obvious change is a pair of CLS-inspired tail lamps and recent spy shots suggest the car may feature pop-out door handles.
Speaking to Autocar recently, Mercedes-Benz Gorden Wagener described the W223 as a “milestone in design” and a “digital S-Class of the next decade” but admitted it would evolve the Three-pointed Star's design language rather than "lead it into a new era".
“Back in the old days, the S-Class invented a new kind of style every time for the rest of the brand. But that was back when we only had 3 models, and it’s impossible to do now," Wagener said. "There are still a lot of people who love the S-Class how it is, so that’s probably the last car we would want to change [radically].”
Wagener said the most “progressive aspect” would be the interior, where his team has put “even more emphasis on the digital side”. Indeed, the leaked images show that compared with its predecessor, the new S-Class’ cockpit is revolutionary – and minimalist, replete with smooth touch-capacitive surfaces. Benz has introduced a sweeping tiered dashboard; the top plane features a quartet of square vents top and centre, while the lower pane has chunky vertical vents at either end.
We're astonished by the minimalist layout of the S-Class' cabin, even the ventilation outlets seem to have been made smaller.
An imposing portrait-aspect infotainment display (ostensibly underpinned by the next iteration of the MBUX operating system) sweeps up from the centre console and an all-digital instrument cluster sits behind the steering wheel. If you look closely, you will notice a large well behind the instrument display, which suggests the W223 will feature an advanced, highly-detailed head-up display system.
By blending the high-grade materials with a level of fit and finish once found in significantly more expensive Mercedes-Maybach derivatives, the new S-Class is expected to leap back to the top of its rarefied class for luxury and quality.
Under the bonnet, expect to find a full range of electrified powertrains, including a 3.0-litre inline-6 turbopetrol and a 2.9-litre inline-6 turbodiesel, while the biggest motor is unlikely to be a V12 (owing to the impact of stricter European emissions regulations), so the headlining powerplant will probably be a beefed-up AMG twin-turbocharged 4.0-litre V8 (with electric assistance, of course).
This pre-production example of the new S-Class was equipped with a rear entertainment system and 4-zone climate control.
The W223 is most likely to be produced in RWD as well as all-wheel-drive guises from the global launch in late 2021. Although Benz will also offer full plug-in hybrid derivatives, there is unlikely to be a battery electric vehicle (BEV) version of the next S-Class, because Benz has been developing its next first-class sedan in tandem with the EQS – a flagship “4-door coupe” based on the manufacturer's dedicated MEA (modular electric architecture) platform.
The W223 will introduce, inter alia, Level 3 Highway Assist autonomous driving technology, the next version of AirMatic+ active suspension (it scans the road to pre-arm the air suspension and dampers for bumps ahead), as well as new active anti-roll bars that facilitate flat cornering, even at higher speeds than the current S-Class can.
We expect the new S-Class will reach South African showrooms in the first quarter of 2021.
The first pictures of the next-generation Honda Civic Type R have emerged. Here's what we can expect from this high-performance vehicle.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.
The hot hatch world is constantly evolving and there's a constant stream of new models being released. Right now at the time of publishing (end of May 2020), we already have the Volkswagen Golf 8 GTI revealed, a new Golf 8 R due for imminent reveal as well as a facelifted version of the Hyundai i30N about to break cover.
Locally, we're expecting the RenaultSport Megane Trophy and Volkswagen Golf TCR to land on our shores in the next few months. In order to keep pace with such a fast-moving segment, Honda is already working on the next-generation Honda Civic Type R. What you see here is a heavily disguised prototype, which Honda tried to disguise as a BMW.
Despite the heavy camouflage, the shape is clear and we get some idea of the proportions. The rear wing is present but mounted differently. Both the headlights and taillights are of a new design too. In terms of performance, the jury is still out as to what engine will be found under the bonnet of the next-generation Honda Civic Type R. Some pundits have suggested that it will continue to use the 2.0-litre turbocharged 4-cylinder motor, but likely tuned for a bit more power as well as efficiency. The current outputs of 228 kW and 400 Nm are impressive, but will the front wheels be able to cope with more power?
The current versions all use a manual transmission and despite the market all moving towards automatics, Honda may introduce a dual-clutch transmission as an option. There's also talk of electrification. Imagine how fast a VTEC motor would be with electrification?
Watch this space! As always, we'll keep you posted if we hear of any news regarding the 2022 Honda Civic Type R.
Land Rover’s impressive ClearSight technology will be offered on select models.
Land Rover is now offering its ClearSight Ground View and Rear View on select models including the Discovery Sport, Range Rover Evoque and forthcoming Land Rover Defender.
The ClearSight Ground View uses cameras in the front grille and side mirrors to create a 180-degree virtual view of what’s ahead and underneath the vehicle which is particularly useful if you frequently find yourself going offroad. Clearsight also makes the bonnet invisible which allows you to ‘see through’ the bonnet and look at what you are driving over. The view is projected onto the central touchscreen which makes it easy for the driver to see and react to obstacles.
The ClearSight Ground View is offered in conjunction with the optional 360° Surround Camera (R8 600) comprising 4 cameras that provide a birds-eye view of the vehicle and allows for various angles to be shown which allows the driver to manoeuvre out of tight parking spaces thus improving safety and reducing the risk of damage.
The ClearSight technology also includes a rearview mirror that can project HD video at the touch of the button. The ClearSight rearview mirror uses an additional camera mounted in the rear antenna roof pod and the video feed is projected onto the digital display in the mirror providing an unrestricted rear view even if the driver can’t physically see out the rear window. The camera also works well in low-light conditions. The camera itself is designed with a protective lip to prevent mud or water from obscuring the lens view and the lens also has a hydrophobic coating that repels water. The driver can switch back to normal mirror mode by flicking the switch under the mirror.
This ClearSight rearview mirror is standard on HSE variants as well as on the Evoque First Edition while being offered as an option on all other models.
Both these features are also expected to feature on the all-new Land Rover Defender which is due to arrive in South Africa in June 2020.
Work has begun on the updated Land Rover Discovery and it's expected to be revealed in 2022. Here's what we know so far.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.
First spotted on the roads of Germany, this is the 2022 Land Rover Discovery. After just 3 years on sale, Land Rover has started work on the facelift and at first glance, it appears that design-wise not much will change. The look has been very subtly altered and it appears the controversial rear has been retained. Perhaps this will change when the production model is revealed, as the rear wasn't well received.
Sources have suggested the real important changes will be under the skin and in the cabin. There'll also be a focus on greener and more efficient powertrains too, with 48-volt hybrid technology making its way into the Land Rover Discovery. There's already plug-in hybrid tech in the rest of the JLR portfolio and the Discovery will need to catch up.
Watch this space and as soon as we here more info, we'll update accordingly.
The Volkswagen T-Roc is due to arrive in South Africa this year and this Black Edition shows us the potential of Volkswagen’s new SUV.
The UK-only T-Roc Black Edition shows what the T-Roc SUV looks like with a few darker details such as a black grille, side mirrors and black roof rails. The Black Edition T-Roc also rides on 18-inch ‘Arlo Black’ alloy wheels. The dark look is further accentuated with rear privacy glass.
As for the interior, the roof lining is in black too and piano black finishing is found on the dashboard. A leather-wrapped steering wheel with contrasting grey stitching is also fitted. A number of optional features such as Vienna leather upholstery and a Beats audio package.
The T-Roc was supposed to be in South Africa already but due to the COVID-19 pandemic, its arrival has now been postponed to Q4. However, Volkswagen South Africa will be hosting an online premiere next month and we will then be able to confirm local engine choices, specification and exact launch details. Stay tuned for updates!
Much is expected of the next-generation Mercedes-Benz SL, which will revert to a soft-top sportscar configuration and underpin future AMG GT derivatives. Design-wise, it will incorporate cues from the iconic ‘50s original, says Gorden Wagener, which augurs well for the upcoming model's kerb appeal.
Speaking to Autocar recently, the Mercedes-Benz design chief said the 7th-generation SL (codenamed the R232), which is expected to be unveiled in 2021, will return to its sportscar roots. This will not only apply to its sinuous styling, however – the new model is reportedly being developed in conjunction with AMG and may ultimately replace the S-Class Cabriolet.
It was recently reported that Mercedes-Benz would “dramatically reduce” its model line-up to decrease complexity/increase profitability as part of the Stuttgart-based firm’s new focus on launching electric vehicles; in light of that news, few would have been surprised if the now slow-selling SL ended up being retired, just like its SLC baby brother was.
This is what Autocar believes the upcoming R232 will look like. The original image appears here.
But don’t fear, SL fans… The next-generation SL is definitely coming and it will be based on the aluminium-intensive MSA (modular sports architecture) platform, which Mercedes-Benz’s Affalterbach-based AMG division will also use to produce the next generation of the GT (and its variants).
What’s more, like the upcoming BMW 4 Series Cabriolet derivative, the next SL will feature a lighter folding soft-top instead of the retractable hardtop (Vario Roof), which has featured on the iconic model since the 5-generation R230.
Based on spy photographs, the model will feature a classic long bonnet, a sharp nose and cab-back profile, but it will lose that fleshy rump/three-quarters that designers have been obligated to add to the SL's shape to help accommodate the bulky mechanical components of a retractable hardtop in addition to availing usable measure of boot space. The newcomer could look like the render at the top of the article (published by Future Cars Nowon Instagram)…and Autocar's render looks even better.
The SL won’t be a full roadster however, it will have a 2+2 seating configuration, although the rear seats will be small (more suited for children), which would make it marginally more practical than the current car (for what that’s worth).
Through the generations, the SL has grown in dimensions and morphed into a grand tourer. We tested the SL500 in late 2016.
But what about the looks of the R232, which, to many, are all important? Since the curvy Fifties and Sixties models, the SL first became blockier (with the R107 “Bobby Ewing” or “Panzerwagen” model), then longer and portlier (from the Nineties R129 and Noughties R230) and finally, the much-criticised bluff-nosed and cumbersome boulevard cruiser that is the R231 came to market in 2012; it was then facelifted in 2016.
“For me, the most beautiful SL is the original model,” Wagener told Autocar. “We’ve taken some of that DNA, starting with the proportions, the surface treatment, things like that. In that respect, the new SL is probably the closest to the first one ever.”
Great. And, although the SL will share its platform with the next GT/GT C Roadster, they will remain very distinctive products. Wagener added: “The GT is more of a race car and the SL is more of a sports car. You will clearly see the differences.”
Manana Nhlanhla's beautiful and iconic 1959 Mercedes-Benz 190SL was featured in the 6th episode of SentiMETAL.
Remember, the R232 will be a luxury car first and foremost. Such is the stiffness of the upcoming SL’s all-aluminium architecture that the package won’t suffer an insurmountable loss in torsional rigidity without a folding hardtop. Plus, advances in materials technology mean the designers believe they can achieve close to the R231’s noise-suppression qualities with a weight-saving soft-top, Whichcar reports.
We also expect that the SL, like the next-generation S-Class, will incorporate Level 3 Highway Assist autonomous driving technology, the next version of AirMatic+ active suspension (which scans the road to pre-arm the air suspension and dampers for bumps ahead) and perhaps even active anti-roll bars that facilitate flat cornering at a wider variety of speeds. Cabin materials and finishes will be first-class.
In terms of powertrains, the next-generation SL and its AMG siblings are likely to share axle assemblies, suspension, steering systems, a 48V electric architecture, as well as turbocharged straight-6 and twin-turbo V8 hybridised powerplants.
600-kW flagship
The Australian publication is mooting a range-topping EQ Power plug-in hybrid SL. The derivative, which may be badged the SL73, could combine a 470 kW/900 Nm M178 twin-turbo V8 with e-motors on both axles to produce approximately 600 kW in total.
“It’s kind of a burden to be responsible for the SL, but we had to make sure this iconic car had a bright future,” AMG boss Tobias Moers said earlier this year. “The weight of responsibility is heavy but what we’re doing is good. We are taking the new all-aluminium SL back to its roots: more sporty, but also better for everyday use.”
One of the world’s most iconic sportscar brands is facing a crisis.
After years of unstable profitability and a collapsing share price, Aston Martin has indicated that a management change is at hand.
The company has said that it will comment on the exact management changes, at an ‘appropriate time’, but there is no disguising the sense of dramatic action waiting to be taken. A decision was made on the 25th May 2020.
Aston Martin’s boss, Andy Palmer, is believed to be an issue for the consortium of majority shareholders, which include Canadian billionaire (and Racing Point F1 owner), Lawrence Stroll. Under Palmer’s management, Aston Martin’s has suffered a crushing 90% reduction in its listed share price value and as a result, the decision has been made to replace him. Palmer has been at the head of Aston Martin since 2014.
Where Aston Martin’s immediate crisis management could become interesting, is AMG. The German Mercedes-Benz subsidiary already supplies Aston Martin with engines (and has a 10% stake in the business) and it is there that we find Palmer's replacement, Tobias Moers (head of AMG). Moers will take Palmer’s job at Aston Martin effective of 1 August 2020.
It will not be the first time Aston Martin is run by a German. The company’s modern revival happened under the management of Ulrich Bez and it is thought that someone with a proven track record, such as Moers, could save Aston Martin.
There is no questioning the credentials of Moers, who has achieved enormous success in terms of technological development and profitability at AMG. Entities and individuals who have invested in Aston Martin will be desperate to see a reversal in fortunes for the storied British brand, which has suffered bitterly with cash flow and the challenging of sustaining its R&D for future models, during the global health crisis.
Before becoming the boss of Aston Martin, Andy Palmer had spent most of his career at Nissan, in its truck and bakkie division. Palmer indicated that he wished for Aston Martin to develop its own V6 hybrid engine, reducing dependency on AMG, but this was unlikely under the realities of Aston’s limited budget.
Moers has a much truer background to manage Aston Martin than Palmer ever had. The German joined AMG as a junior engineer in 1994 and has been evolving with the powerful performance car brand, even since.
Aston Martin is expected to confirm the appointments soon, despite rubbishing most claims as mere speculation.
