Good news as licence centres will be reopening from the 1st June 2020.
COVID-19 has really disrupted our way of life, but slowly and surely, things are reopening. Since the Lockdown was dropped to level 4, we've seen some car factories come back online albeit in reduced capacity and dealerships have started trading again. Now, it appears licence centres will be reopening from the 1st June 2020.
The Minister of Transport Fikile Mbalula said, "Driving licence testing centres, registering authorities, vehicle testing stations and driving schools will resume their services with effect from 1 June 2020. No person is allowed to enter centres, registering authorities, vehicle testing stations and driving schools if they do not wear a cloth facemask.” He added that if centres do not follow guidelines, they will be forced to close.
Due to the Lockdown, there's now a massive backlog and the introduction of a computerised learner testing system will help alleviate some of that backlog. If you weren't aware, all licences that had expired during the Lockdown have been extended for a further 90 days.
Volkswagen's electric-vehicle future is threatening the survival of the Wolfsburg-based brand's most iconic model. As VW looks for a way to recoup the costs of developing a range of new EVs, we could be witnessing the beginning of the end of the Golf dynasty. Lance Branquinho delivers the killing blow.
Many years ago, I stood on the balcony of a venue in Sandton and chatted to the lead engineer for one of Germany’s most regarded car manufacturers.
Without other staff in earshot, I ventured a daring question. “What do you think is the best car in the world.” His response came tersely: “The Golf 7. It has no apparent weaknesses.”
I considered his answer to be of great value and authenticity. Here was a technical expert, who designed cars that competed directly with VW models, admitting what industry insiders had suspected: Wolfburg’s most iconic car had matured into the world’s best car.
But VW’s Golf has a problem. It might have become too good for its own good. And that is placing VW’s marketing strategists and product planners in an unenviable position: how do you plan the endgame for your best vehicle? This dilemma came to the fore this week when a report surfaced in which the brand's head of sales and marketing was asked if he saw a future for Golf. His answer was: “probably not.”
Formulating the problem is simple: VW is betting everything it has on electric vehicles over the next decade, and Golf is not part of that strategy. So, if you are a fan of the world’s most famous hatchback range, what does that mean?
Golf starting to fade away
Golf 8 looks like it will be the penultimate edition of the iconic nameplate.
The current Golf has experienced predictable sales erosion, due to the crossover/SUV affect. For VW’s business, this has not been an issue in absolute terms: if buyers are choosing Tiguan instead of Golf, the result remains the same: a sale for the brand.
Where things risk becoming a lot more final, in terms of the Golf’s future, is VW’s obsessive electric-car strategy. The modelling works on a scenario in which electric vehicles account for nearly half of all VW sold, per annum, by 2030. At the moment, electric sales are only 4% of the global total. Clearly, a lot has to happen in the next few years.
None of the world’s most significant car companies has initiated a powertrain electrification strategy quite like VW's. The company plans to have 300 electrified vehicle derivatives, across 12 model ranges, 10 years from now.
As VW’s research and engineering resources are diverted into electric cars, Golf becomes an issue. There is a battery-powered version of the current Golf 7.5, powered by a 100-kW electric motor, with an optimal driving range of 200 km. Those figures make the e-Golf mildly impressive, at best. It was added to the Golf lineup as a customer research effort, more than anything else; it was never intended to be a serious volume seller.
The Golf 8, which is due to be launched in South Africa early next year, does not feature an e-Golf derivative – even in markets where recharging infrastructure is excellent. And this is very telling. It shows how VW’s product planning, for Golf, has changed in only a single product lifecycle: Golf 7 was considered for electrification, with Golf 8, VW’s not even trying. There will be a few hybrids, but no Golf 8 derivative will run solely on battery power like e-Golf did.
ID is everything
This ID3 seems to be Golf's ultimate successor.
If Golf was VW’s most successful global car in the 2000s (one that drove a tidy revenue stream to settle VW’s cash-hungry R&D requirements,) its replacement in that role, for the 2020s, will be ID3. VW is leaving nobody in doubt that it wishes to be the electric car for most early adopters, in the world’s most advanced markets.
Championing this cause will be ID3. Measured in size and considered in terms of passenger configuration, ID3 is clearly an enormous internal rival to Golf 8. VW’s betting its future on electric vehicles and in a cruel twist of irony, that means potentially sacrificing its most iconic car: the Golf.
By not offering a pure-electric Golf 8, the signal from VW to its customers is clear: if you have access to quality recharging infrastructure and localised electric-car incentives, buy an ID3.
Globally electric car growth will be small, but in the world’s most robust new-car markets, it could become telling. North America and China are the 2 most important regions if you want to make serious money by producing cars, and both are incentivising the move to electric vehicles.
Hatchbacks aren’t popular in either America or China, but electrified versions could influence traditional buying behaviours. Especially among a younger target audience; one that values technological innovation and wishes to express individualism and awareness by not driving the vehicle types their parents do (or did).
American and Chinese buyers, who would have considered a sedan, SUV, crossover or bakkie, might be swayed by the presence of a capable new battery-powered hatchback. Especially if it is the first of its type, without any alternatives.
ID3 affords VW the opportunity to conquer more new customers, and in its 2 most important markets (America/China) than Golf 8 could ever do. Having a true electric vehicle in a hatchback configuration will give VW a product that Tesla doesn’t have and VW CEO, Herbert Diess, has been clear that Elon Musk’s company has been its benchmark for battery cars.
Parallel platforms are pricey
The MQB platform cost R950 billion to produce.
Loyal VW followers must be wondering: “Why not just completely electrify the Golf 8 and leverage its legacy?” Cost, complexity and duplication are the issues. Few companies spend more money developing new vehicle architectures than VW.
What made the Golf 7 so peerless, was its MQB platform, which cost a massive R950 billion to develop. And that money was spent delivering petrol- and diesel-powered hatchbacks and SUVs (Tiguan) to market, with no provision for battery power. As mentioned: the e-Golf was an environmental relations effort and definitely compromised in terms of its packaging and range.
The simple truth is that designing a vehicle architecture that plays nice with both internal-combustion and pure electric powertrains, is virtually impossible. Hybrids are an inevitable compromise and unable to harness the full potential of pure battery power, especially in terms of packaging and weight distribution.
VW can’t afford to keep investing in 2 highly sophisticated platform architectures, which deliver cars of the same size and relative price, aimed at similar buyers. The amount of money spent on ID3’s new MEB architecture precludes VW’s board from even contemplating the future of Golf as its premium hatchback offering.
Over the next decade, VW must recover the development costs for its electric vehicle platforms. That means maximising the sales and profitability of vehicles such as ID3, by sacrificing the future of Golf 8 (and 9) in places such as Europe, where Golf has always traded very strongly.
MEB platform will need to be the VW group's new focus, at the expense of traditional models.
In South Africa, where the Golf has been the premium hatchback of choice for decades (especially in GTI guise), the question of ID3 is less clear. A coherent electric vehicle strategy is still amiss from government, which means our local market will remain one of VW’s stronger Golf retail regions, with minimal interference from ID3.
Every vehicle has a lifecycle. Some endure much longer than others. VW should know. The Beetle is iconic and survived many decades. VW’s most profitable asset, Porsche, has another true survivor in its portfolio, the 911.
But for Golf, the future is narrowing. Current vehicle lifecycles are about 7 years. If Golf 8 arrives here by 2021, it should be replaced in 2028. That vehicle, a probable Golf 9, could quite possibly become the final Golf.
The future of Golf in South Africa will depend mostly on the government’s electric-vehicle incentives. If significant progress is made towards localised power generation and distribution, recharging stations could proliferate. That might balance VW’s local strategy to become more ID3-focused over the next decade, which will, as a consequence, hasten the Golf’s retirement.
Thanks to a substantial leak, we now know what Ford will be doing with its 2022 Everest. Here are all the details regarding the updated 7-seater SUV.
We compiled a very detailed report on the 2022 Ford Ranger, which you can read here. Now, thanks to the same source, we get some insight on what the future holds for the 2022 Ford Everest.
CarExpert.com.au has supplied comprehensive details including powertrains as well as levels of trim. The big changes are the introduction of a new 6-cylinder diesel engine as well as a plug-in hybrid petrol option. In terms of the fun stuff, it's claimed Ford will be giving its Everest a bit of a Raptor vibe with what's being called the 'Wildtrak X". It will also gain a tech upgrade with a larger infotainment screen, SYNC4 and wireless Apple CarPlay/Android Auto.
The venerable 3.2-litre 5-cylinder turbodiesel motor will be discontinued, with the engine lineup focusing on the current 2.0-litre twin-turbocharged diesel setup. This motor has 157 kW and 500 Nm, and that's mated to a 10-speed automatic transmission. A 6-cylinder turbocharged diesel motor makes its debut in the 2022 Ford Everest and the article claims healthy outputs of 186 kW and 600 Nm. Engine fanatics will be pleased to know this is one of Ford's Power Stroke motors and it can also be found under the bonnet of the Ford F-150. This engine gives the F-150 a tow rating of just over 5 tons
Now, this is where things get interesting. While Ford South Africa doesn't offer a petrol-powered Ranger in its portfolio, there is a 2.3-litre turbocharged 4-cylinder motor available for its overseas markets. For the 2022 Ford Ranger, this motor will be paired to a hybrid plug-in system and the claimed numbers make for fascinating reading. How does 270 kW and 680 Nm grab you? What about the claimed combined fuel economy of just 3.0 L/100 km? We know Ford globally is pushing electrification hard, with the reveal of the Mustang Mach-E and the rest of the portfolio is due to receive some form of plug-in hybrid tech sooner rather than later.
The 2022 Ford Everest Wildtrak X will be offered with the 6-cylinder turbodiesel engine and given Bilstein shocks, BF Goodrich all-road tyres as well as rock sliders. This sounds like Ford is attempting to make a high-performance offroad version of the Everest, which sounds like a lot of fun. It's already capable in standard guise, so we're keen to see how it will perform with more appropriate suspension and purpose-built rubber.
A render of the 2022 Ford Everest Wildtrak X, complete with offroad tyres.
German tuning specialists, Brabus, have revealed a hardcore, armour-plated vehicle based on the Mercedes-Benz G-Class.
At the start of the nationwide COVID-19 lockdown, I created a list of 10 Cars To Survive The Apocalypse featuring some impressive machinery that could very well ensure your survival when things get hairy. This new Brabus Invicto is yet another vehicle that you need to consider if you are looking to survive significant threats such as gunfire, explosions and all the apocalyptic stuff you see in the movies…
Based on the Mercedes-Benz G-Class, the Brabus Invicto features what the firm calls a ‘Shelter Cell’ which comprises a ‘self-contained, self-supporting, bolted structural cell’ with no joints and the armour components are mounted to the cell without any gaps, which in effect is a full metal armoured jacket for ultimate protection.
Brabus says that the Invicto offers maximum VR6 Plus ERV protection standards which means it can withstand a sustained AK-47 attack and explosive attacks (up to 15 kg of TNT).
The added armour and other components has resulted in a weight increase of around 1 000 kg over a standard G-Class and Brabus therefore had to make modifications which include a reworked front and rear axle construction, new wheel suspension as well reinforced springs, stabilisers and shock absorbers. The braking system has been modified to cope with the added load and the special run-flat tyres that travel for almost 50 km after being shot out.
Engine Fire Power
Brabus has squeezed more power and torque from the G63's 4.0-litre bi-turbo V8 engine.
Brabus has worked its magic on the 4.0-litre twin-turbo V8 engine found in the G63 which in standard form produces a notable 430 kW and 850 Nm. However, fitted with Brabus’ B40S-800 performance kit and PowerXtra engine control unit, outputs increase substantially to 588 kW and 1 000 Nm.
Zero to 100 kph is claimed at 8.2 seconds with a top speed of 210 kph.
The Brabus Invicto is offered in various trims to suit a customer needs ranging from the Invicto Luxury to the Invicto Pure and the hardcore Invicto Mission, the latter of which is suited for military operations, police or special forces and security firms.
As you can expect, the Brabus Invicto doesn’t come cheap and pricing is said to start at about €354 600 which translates to roughly R6.9 million.
Welcome to the 6th episode of our new weekly show. In this episode, Ciro takes on a real-life Moto-X course in a Suzuki Jimny, we shut down the City of Cape Town and let a hooligan loose in a drift car, we meet the owner of one of the most beautiful cars ever made who tells her ownership story of the iconic Mercedes 190SL, the BMW i8 takes on the Audi R8 to see which one will win Ciro's heart, and lastly, pop superstars Mi Casa join us for a drive and a game of Lazer Tag.?
We have been working towards this project for many years now – a proudly South African long format, multi-segment car show. A show which celebrates South Africa and our rich car history. We toyed with broadcasting on terrestrial television or launching on a streaming network, but with us so close to the finish line we got blindsided by the global Covid-19 crisis, which required a global lockdown.
Our talks, production and country halted. But this extraordinary moment in time also creates opportunity. With South Africa ordered to stay home, online content consumption is on the rise and content creation dwindling. As a company which takes great pride in being nimble, we simply couldn’t resist the urge to fill this content void and give South Africa, and the world, something beautiful to watch.
And so in a moment of inspiration, we decided to adapt our long-format car show concept, using some techniques that may have been unthinkable before lockdown, and get it ready in record time to release it for free to the world. With this show, we aim to entertain, inform, inspire and hopefully make our audience smile.
We have also committed to donating all revenue generated off our Cars.co.za YouTube channel for the rest of 2020 to charitable causes in support of the fight against Covid-19. For this show, all of our content was either filmed pre-lockdown or safely under lockdown conditions by our presenter himself – Ciro De Siena; it turns out a lounge and dining room can be an excellent TV studio.
New episodes will debut every Thursday at 8pm and all episodes will remain on the channel indefinitely. From everyone at Cars.co.za, stay safe, stay home, look after yourselves, and each other.
New Subaru WRX STi: What to Expect
There was a time when the gold-rimmed and tail-spoiler-adorned Subaru WRX STi was the final word in compact, forced-induction and all-wheel-drive road machines… then the Mercedes-AMG A45 (and other hyper hatchbacks) came along. Well, fear not, the Scooby is about to make an almighty comeback.
Born as a product of Subaru’s participation in the world rally championship through the Nineties and Noughties, which yielded multiple championships for the Fuji Heavy Industries brand, the (formerly Impreza-branded) WRX STi a became household name by virtue of its rorty turbocharged 2.0-litre flat-four (boxer) motor, symmetrical all-wheel drive, audacious boy-racer body kits and, invariably, the brand's inimitable Rally Blue paintwork.
Subaru offered the limited edition, SA-developed WRX STi Diamond Edition on the local market in 2018.
The 2.0-litre EJ20 boxer engine, which debuted in 1989 and evolved over the next 30 years through, inter alia, the brand’s involvement in motorsport, powered several iterations of the WRX STi. Although the current model uses a 2.5-litre EJ257 motor, the iconic 2.0-litre unit was offered in the Japanese market until recently, when Subaru gave its revered EJ20 a respectful send-off with the EJ20 Final Edition.
Of course, to call the current model “current” is a bit of misnomer, because whereas the WRX STi (and its WRX little brother) used to be based on the Impreza, the pair remain underpinned by the 4th-generation 4-door model (VA), while the 2.0-litre Impreza (in which guise it is offered in our market) is based on the 5th-generation model, based on the Subaru Global Platform (SGP), as is the XV.
The look of the next-generation WRX STi will take its inspiration from the Subaru Viziv Performance STI Concept.
Ever since the emergence of models such as the Audi RS3, Mercedes-AMG A45, Ford Focus RS and Volkswagen Golf R, the hot-pink-badged WRX STi has undoubtedly lost some of its mystique; Subaru has toned down its performance sedan and introduced new technologies to broaden its yuppie appeal, but an enthusiastic cult-following does not guarantee strong sales – especially if your product has a premium price tag, but your brand does not quite have the cachet (or marketing budget) of German marques.
Undeterred, Subaru is about to foist its WRX STi into the third decade of the century, with various Japanese reports confirming that a new model is being prepared for a global launch in 2021. The EJ series motor is no longer the solution; the WRX STi’s 221 kW/407 Nm from its turbocharged 2.5-litre engine pales in comparison with the benchmark 2nd-generation Mercedes-AMG A45’s 310 kW and 500 Nm, for example.
Subaru may have left the World Rally Championship at the end of 2008, but the brand has not forgotten the WRX STi's roots.
Just under 300 kW
The basis of the upcoming car’s powerplant will be the 2.4-litre flat-four (boxer) turbocharged FA24F engine that powers the Subaru Ascent SUV in the North American market. In standard guise, it produces merely 194 kW and 376 Nm, but citing sources close to Subaru, Forbes reports the motor will be upgraded to produce 298 kW and 489 Nm thanks to the introduction of a reinforced crankshaft and pistons, fine-tuned valve timing, revised intake ports and higher boost pressure.
It may seem a while ago, but Subaru previewed the next-generation WRX STi at the 2018 Tokyo Show when it showcased the Viziv Performance STi Concept. Although very much a concept car, it was festooned with a carbon-fibre bonnet scoop, a muscular body kit with winglets and pink pin-striping and, of course, flared wheel arches, a huge rally-style diffuser, 4 exhaust tips and an elaborate boot spoiler.
Subaru will crank up the performance of its new 2.4-litre boxer engine and probably add hybridisation for good measure.
Reports out of Japan suggest the new WRX STi will measure 4 650 mm in length, 1 800 mm in width and 1 470 mm in height, and ride on a 2 675 mm wheelbase. That’s substantially lower, but the same width and slightly longer than the Impreza. Interestingly, the car will weigh about 1 550 kg, which will make it 22 kg lighter than the current WRX STi. Could it be a sub-5.0 sec 0-100 kph car?
It goes without saying that Subaru’s symmetrical all-wheel-drive system will be integral to the package and it’s likely the newcomer will again be offered with a 6-speed manual ‘box, but, then again, the sports sedan may well switch to a Lineartronic CVT automatic transmission; here's why…
Hybridisation expected
In order to keep the WRX STI on the right side of tightening emissions standards (the current car is no longer offered in Europe due to high emissions), the upcoming model will probably feature a version of Subaru’s e-Boxer hybrid technology, in which an electric motor is mounted to the CVT transmission, while its lithium-ion battery pack and other components are mounted above the rear axle.
Whether that technology, for which the aforementioned SGP was specifically designed, will be utilised for reducing fuel consumption only – the motor produces a mere 10 kW/65 Nm and has a 13.5-kWh battery in other Subarus – remains to be seen, however. We hope to see a production version of the WRX STI early in 2021, with deliveries beginning around the latter half of that year…
Lockdown hasn’t been a particularly positive experience for most, but it has saved you money in fuel and time spent in your car. Tracker released some interesting stats to show just how much Lockdown has saved you.
Tracker, the vehicle recovery company has over 1 million vehicles subscribed to its service. With all that information at hand and data analysis experts Lightstone, it has managed to extrapolate some interesting information during the national Lockdown period.
During Lockdown, the roads have been quiet, and the usual mileage you would put in has been drastically reduced. That means fuel costs have come down, in fact, most households that have 2 vehicles have only used 1 during this time.
Tracker’s data indicates that on average, reduced use of passenger vehicles saved 1 150 km of driving, 30 hours on the road and R1 350 in fuel, during the first month of lockdown. This is compared to the average kilometres driven, time spent on the road and money spent on fuel during the month prior to lockdown. Persons who travelled more before lockdown stood to gain greater savings than those with lower mileages. On average, passenger vehicles previously travelling less than 500 km per month saved 4 hours of time on the road and R100 in fuel, while those with a typical mileage of 1 500 km to 2 000 km per month saved 40 hours in drive time and R1 800 on fuel. For further comparison, 500 -1 000 km and 1 000 – 1 500km drivers respectively saved 20 and 30 hours on the road plus R750 and R1 250 in fuel spend.
Most people haven't been able to take advantage of the huge reduction in fuel prices yet.
With fewer vehicles on the road, congestion eased too, allowing the big metros to be navigated quickly. Cape Town experienced the biggest time saving of A to B trips with 36 hours, followed by Johannesburg and Polokwane at 33 hours, then Tshwane, Ekurhuleni and eThekwini at 31 hours, and Rustenburg at 28 hours.
“With many vehicles standing idle during lockdown it is not surprising that motorists have saved a lot of time and money during this period,” says Michael du Preez, Executive: Product and Marketing at Tracker South Africa. “Unfortunately, with travel significantly curtailed, many motorists would not have been able to take advantage of savings from the record fuel price decrease during April, which was close to R2 for petrol and more than R1 for diesel.”
While the savings on fuel can be seen as a silver lining of sorts, the overwhelming effect on the economy can also be seen from the reduced distance travelled by light commercial vehicles. “While many private individuals might not have been able to take advantage of the fuel price decrease during April, the drop might have provided some relief to a few commercial operators,” says Linda Reid, Head of Data for Lightstone. “While probably not enough to make a substantial difference to the negative economic impact of the lockdown for companies, which we are already picking up in the data, perhaps this was a little helpful in containing costs for some. Distances travelled by panel vans are down from 2 350 km to 750 km, while distances travelled by trucks are down from 3 100 km to 1 100 km. The impact on small businesses can be clearly seen in the distances driven by bakkies, which are down from 2 200 km to 700 km.”
If an Australian article is on the money, the next Ford Ranger Raptor will be getting a meaty 6-cylinder diesel motor.
We at Cars.co.za love the Ford Ranger Raptor. Bakkies are typically purchased for commercial purposes and lifestyle applications like 4x4ing and towing, but the Raptor adds some petrolhead enthusiasm into the mix. It's hilariously good fun offroad and supremely capable as a 4×4 vehicle. If it had one fault, it would be the engine.
Sure, it is adequate, but to justify that Raptor badge, surely it needs a more appropriate engine. While it's not the 5.0-litre V8 Mustang engine we'd hoped for as that project appears to be shelved. Thanks to CarExpert.com.au, we now know that the updated Ford Ranger will gain a meaty 6-cylidner diesel engine. The article goes onto give some outputs of 186 kW and 600 Nm, which is very impressive. This motor apparently does duty in the current American-spec Ford F-150.
There's also mention of that magical suspension and the updated 2022 Ford Ranger will get the next-gen Fox Racing shocks which are doing duty in the 2020 Ford F-150 Raptor.
As a reminder, Volkswagen and Ford teamed up to develop the new Amarok and Ranger and we're expecting to see the fruits of the combined labour in the next 2 years.
Range Rover is working on a 7-seat version of its stylish Evoque. 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.
Our spy photographers have snapped something unusual. This Range Rover Evoque looks a bit longer than the standard model and a 7-seater version is planned to enter the market in 2021. We know Land Rover / Range Rover has the platforms and know-how to make a 3-row Evoque as there's the Discovery Sport which offers just that. This won't be a just a face swap however, as Evoque clientele are different to Discovery Sport customers.
Range Rover is preparing the 7-seater Evoque to take on the likes of the Volkswagen Tiguan Allspace. The longer length, wheelbase and longer rear doors are the clues here, allowing for easier access into the 3rd row of seats.
Last year, Mazda revealed its first electric vehicle, the MX-30 crossover and it's now finally going into production at the Japanese firm's Ujina plant in Hiroshima.
Destined for Europe and similar in size to the CX-30, this new MX-30 is a bold venture for Mazda as it boasts the brand's e-SkyActiv battery and electric drive technology.
Although the crossover silhouette is instantly recognisable as a Mazda, with recessed head and taillights, the MX-30 features radical door architecture.
Pillarless design and the absence of a conventional centre B-pillar, gifts the MX-30 an extremely generous door opening aperture, to ease ingress and debussing for occupants. By using high strength new-generation steels, Mazda has been able to produce a pillarless cabin that does not sacrifice overall vehicle rigidity.
For loyal followers of the Mazda brand, this is a design feature which will be reminiscent of the RX-8 rotary power sports cars of the early to mid-2000s.
Another interesting aspect of the MX-30’s exterior is the use of black plastic cladding along the door sills, bumpers and fenders – instead of a body colour coding.
Beyond its striking styling and considered door design, the MX-30 also features a sustainable approach to interior materials. The door trim fibres are made from recycled plastic and all upholstery is sustainably sourced.
Electric Power
Powering the MX-30 is a comparatively small 35.5 kWh battery pack, which disperses energy into a 107 kW electric motor, supported by 264 Nm. As such the MX-30 should offer brisk low- to medium-speed performance.
With a range of only 200 km on a charge, this Mazda is very much configured as a city commuting electric vehicle, instead of a touring crossover. 80% charge can be achieved in approximately 40 minutes using DC rapid charging.
What it might lack in outright driving endurance, the MX-30 will compensate for with dynamics. Mazda’s engineers have equipped the company’s first electric vehicle with ‘Electric G-Vectoring Control Plus’, which is an elaborate way of saying it has intuitive torque vectoring.
Using the immediate energy delivery of its electric drivetrain, the MX-30 will advance electric motor torque to the appropriate wheels when cornering and thereby improve steering responses and overall agility.
Although the MX-30 is Mazda’s first-ever electric vehicle, it has promised that its product portfolio will have e-SkyActiv battery-powered drivetrain options for each model range, by 2030. The new MX-30 will go on sale in Europe in Q4 of 2020.
