British car maker McLaren is working on the next generation of supercars which will feature electrification.
Platform development is a fascinating exercise of balancing costs versus engineering. The trick with the smaller car brands is developing a platform to underpin your entire portfolio of vehicles, but each vehicle must feel different. Simply, developing one platform per vehicle is not the most cost-effective exercise and you'll save a tremendous amount of money by using one platform. Think of Volkswagen's MQB (Golf, Audi A3, T-Cross) and Toyota's TNG (Corolla, C-HR, RAV4).
McLaren has had a carbon fibre tub and its twin-turbocharged powertrain combination for some time and as we enter the electrified era, it's time for McLaren to move on. The British carmaker is working on an "all-new, flexible, lightweight vehicle architecture."
This new platform has been designed specifically for hybrid powertrains and will be engineered and manufactured at the brand's state-of-the-art McLaren Composites Technology Centre (MCTC) in the Sheffield region
The new architecture is said to focus on safety as well as the reduction of overall vehicle weight, and will be underpinning the next-generation McLaren hybrid supercars. The first offering built on this new platform will be launched in 2021.
Own a BMW M8 Competition but feel it's a little too ordinary? Head to AC Schnitzer who will take it another level.
You'd think 460 kW and 750 Nm from a twin-turbocharged V8 petrol engine would be sufficient for most, but if not, you can take your BMW M8 Competition to the folks at AC Schnitzer who offers a visual and performance overhaul.
The tuning upgrades takes outputs up to 530 kW and 850 Nm, and the good news is the exhaust has been modified with an AC Schnitzer sports exhaust so you can now hear that engine sing its glorious song. It's not exactly quiet in its standard M8 form but the crew at Schnitzer have found ways to make it more productive – at least aurally.
AC Schnitzer also offers a suspension lowering kit that makes the car sit 20 mm lower at the front and 15 mm lower at the rear, giving it quite a stance and a bit of rake.
Visually, you can opt for different coloured exhaust tips, carbon side skirts, front splitter, carbon rear spoiler as well as 21-inch custom wheels.
AC Schnitzer offers the above services not just for the M8 Competition Coupe either and you can get the upgrades for the Cabriolet and Gran Coupe, as well as the non-Competition model.
Mercedes-AMG is putting the finishing touches on its electrified AMG GT 4-door supercar. 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.?
Towards the end of May 2019, we ran a story that suggested Mercedes-AMG was going to electrify its 4.0-litre biturbo V8 motor. Now we're seeing the prototypes on the road. Our spy photographer said the car you see here arrived at the Nurburgring this week and will be taking to the famous circuit for dynamic testing.
Badged as the GT73e, this 4-door supercar is rumoured to be packing 600 kW and will have a sprint time of under 3 seconds to 100 kph. The key is the 4.0-litre biturbo V8 petrol motor, but with the assistance of an electric motor. Critically though, it should be able to run on pure electric power to circumvent the emission and congestion laws of most modern European countries. This is not a new recipe and we've seen this tech before in things like the McLaren P1.
We have had considerable experience with the AMG GT63 S already and its outputs of 470 kW and 900 Nm were very impressive, so we can only begin to imagine just how fast this electrified AMG will be! Expect to see a reveal of the GT73e before the end of 2020 and it will go up against the Porsche Panamera Sport Turismo e-hybrid.
BMW M has been the long-time sponsor and supplier of vehicles for the MotoGP season. For 2020/2021, the new safety car is the BMW M8 Competition Gran Coupe.
BMW M has been a sponsor and partner of MotoGP since 1999 and has always supplied vehicles as support and safety vehicles. Replacing the outgoing BMW M8 Coupe is this BMW M8 Competition Gran Coupe, completely decked out in BMW M branding and featuring the obligatory LED flashing lights.
With 460 kW and 750 Nm from a 4.4-litre twin-turbocharged V8 engine, the BMW M8 Competition Gran Coupe is no slouch at all, with a claimed 0-100 kph time of just 3.2 seconds. Or what MotoGP racers call 'quick-ish'. Sure, the BMW is very quick by vehicle standards, but will have a hard time chasing the likes of Mr Rossi, Mr Binder and co.
This particular BMW M8 Competition is based on the customer car, but boasts a lot of M Performance parts like a carbon engine cover, exterior mirror caps, rear spoiler, rear diffusor, carbon grille on the sides, carbon steering wheel, and custom-manufactured front flaps and splitter. The standard seats have been removed and in their place are purpose-built Recaro racing seats.
Lexus is targeting younger buyers with its UX and the Japanese marque recently added a more affordable hybrid derivative to its premium compact crossover range. Does the reduced spec (compared with the SE version) detract too much from the luxury offering, though?
We like: Efficiency, refinement, comfort
We don't like: Tiny load bay, hybrid driving style needs to be mastered, quirky infotainment system
There's no mistaking that grille for anything other than a Lexus! The blue badge is the giveaway that this is a hybrid derivative.
When you think of Lexus, the first models that come to mind are softly-sprung SUVs and long-legged sedans (all of which are liberally equipped, of course), so it may come as a surprise to some that the Japanese premium marque has branched down into a new market segment – and a particularly competitive one. The UX is Lexus' smallest model (it effectively replaced the CT 200h), but, given how much movement there's been in the premium crossover segment, Lexus reckons it can snatch sales away from its rivals.
Speaking of rivals, there are many competitors to the UX… Audi offers its Q3 (and Q3 Sportback at the end of 2020), while BMW sells the X1 and X2. Jaguar and Volvo are in the mix with the E-Pace and XC40 respectively, while Mercedes-Benz has the GLA, as well as the upcoming GLB.
UX stands for Urban Crossover, which gives you some idea of the Lexus' proportions and ability. In terms of styling, the UX's exterior execution is sharp and angular, typical of most modern Lexus products. While the look may not win everyone over, there's no denying that it's distinctive. It's also the first Lexus to be based on the Toyota New Global Architecture, which underpins products such as the RAV4, Prius and new Corolla (to name a few examples). We have sampled several of those models' derivatives and have been impressed with their ride quality and impressive fit-and-finish. Therefore, our expectations of the Lexus UX (to deliver quality and refinement in abundance) are high…
How it fares in terms of…
Performance and efficiency
The infotainment system is functional, but lacks the modern graphics of its rivals. Nice to watch the hybrid system in action.
The UX 250h EX is powered by a 2.0-litre 4-cylinder naturally-aspirated petrol motor, which produces peak outputs of 135 kW and 180 Nm in conjunction with an electric motor. The Lexus hybrid system is now in its 4th generation and, for those who don't know how it works, it can propel the Lexus UX round town at low speeds on pure battery power (depending on the latter's state of charge). It can also assist the petrol engine by delivering extra power when required, like when executing overtaking manoeuvres.
Once the battery's charge needs to be replenished or the electric-mode speed limit has been exceeded, the petrol engine takes over. Battery recharging comes courtesy of regenerative braking, plus the engine acts as a generator. The fuel efficiency claim of 4.5 L/100 km is impressive and we managed 6.5 L/100 km, with is still good, considering that we took our test unit on a road trip up the Garden Route. We'd put money on consumption figures in the low 5s if you drove mostly in the city and didn't go on a 532-km trip!
That's because open-road cruising largely negates the efficiency gains of a petrol-electric hybrid system. That's not to say the UX 250h EX is no more fuel-efficient than a non-hybrid car on longer trips; it can be, but you have to change your mindset (and, therefore, driving style). When you're at the top of a hill, take your foot off the accelerator… the petrol engine will switch off as the vehicle transitions to electric power. Then, as you coast downhill silently, the battery is recharged. We learnt to anticipate intersections and coast to stops under pure electric power. Once the traffic started moving (and as long you didn't stab the accelerator pedal), the UX pulled away serenely on its battery alone.
This system works best in congested and built-up areas, where the average speed sits at around 40 kph. The best demonstration of this tech would be driving into Knysna (from the direction of Cape Town) on the N2 freeway. That gradual descent into the Southern Cape town provides plenty of opportunity for the battery to be recharged through engine coasting and regenerative braking. Due to traffic lights not being in our favour and mild traffic, the average speed wasn't very high and the test unit remained running on pure electric power before the petrol engine took over (as we climbed uphill upon exiting Knysna). Is it possible to complete short trips on pure electric power? Yes, definitely.
Premium driving experience
The Lexus UX 250h EX rides on 18-inch alloy wheels.
If you're a bit daunted by this tech, we're happy to report the vehicle is simple to drive; the entire hybrid process is completely automatic. The Lexus' continuously variable automatic transmission (CVT) provides a reasonably smooth power delivery – it's only when you mash the accelerator pedal that you'll encounter some "transmission drone", which is, to be fair, a characteristic of most CVT-equipped vehicles. Fortunately, there is a fairly good audio system in the UX 250h EX, which helps to drown out the uninspiring sound effect. Meanwhile, there are 3 driving modes: Sport, Normal and Eco, which can be selected by turning the curiously placed "stalk knob" on the top left of the instrument cluster (the one on the right is the stability control function). Because we wanted to put the UX's eco-credentials to the test, we utilitised its Eco drive mode throughout the test.
This stalk changes the Lexus' drive modes and the instrument cluster displays a separate theme for each of them.
The Lexus' driving experience is more akin to that of a hatchback than an SUV… The most impressive aspect of the package (in terms of refinement) is the quiet cabin, which seems admirably insulated from road and wind noise. Virtually every Lexus is engineered to be smooth and comfortable to drive – and the compact UX is no exception. Its 18-inch alloys, wrapped in Bridgestone rubber, soaked up most imperfections on asphalt roads. The setup leans more towards firm than soft, which was a little surprising.
The Japanese premium marque's models (with the exception of the sportscars) are usually quite inert in terms of handling prowess, but we were pleasantly surprised by the UX's lively steering. Despite being a hybrid vehicle, the 250h EX is not averse to providing hints of driver engagement when hustled into corners at "enthusiastic" speeds. The seating position is a bit lower than expected too, which helps. What's more, there's 160 mm of ground clearance, so the UX should be able to traverse gravel roads with ease.
The only minor bugbear we had with the Lexus' driving experience is that the crossover doesn't feel as punchy as some of its rivals, most of which are powered by turbocharged motors. There's no shortage of oomph, but the UX hybrid doesn't surge forward when commanded. Is it a reasonable sacrifice for better real-world economy, though? Sure.
Features and Practicality
The EX-spec cabin does not seem feature-thin in the slightest.
Here is where things get interesting. Lexus rejigged its UX range in 2020, when it introduced this derivative (the 250h EX), which is R65 900 less expensive than the SE version. It loses some features, but Lexus has walked a tightrope of not skimping/still offering a generous level of standard equipment. In South Africa, the Japanese brand has a long-held market strategy of not offering any optional features, which is refreshing. Therefore, buyers need to pick a derivative, an exterior colour and an interior trim – that's about it!
Standard equipment includes park distance control with a reverse-view camera, a pair of rear USB charging parts, navigation, hands-free tailgate, heated seats and -side mirrors, an 8-speaker audio system, cruise control, a wireless charging pad, 2 front USB ports (in the central armrest), as well as Apple CarPlay and Android Auto compatibility.
Annoyingly, we couldn't get the Android Auto function to work, but we suspect it was the phone's fault, because the Android operating system's software seems to have been rather buggy of late… Google is reportedly frantically working on the next iteration of Android Auto, which should introduce wireless connectivity.
Lexus has persisted with trackpad controls for its infotainment system in the UX, but it doesn't seem the way of the future…
The reason we note our difficulties with using Android Auto is that the Lexus' infotainment system is not the easiest to use. There's a laptop-style trackpad, which isn't very intuitive/requires some patience to get the hang of. Also, in comparison with its rivals, the Lexus UX's graphics and interface lack some of the visual appeal and punch that some of its competitors' infotainment systems offer. Consider MBUX and Virtual Cockpit from Mercedes-Benz and Audi (respectively) as benchmarks in this regard.
The quickest way to distinguish the EX from its SE sibling, at least inside, is that the former's seats are trimmed in simulated leather, as opposed to full-leather upholstery. So what exactly has been removed? Lexus says this EX derivative lacks some of the active safety features such, as lane-keeping, blind-spot monitoring and Pre-cash Sense.
It still features 8 airbags and ABS, EBD and stability control. There's no adaptive cruise control (the EX makes do with conventional cruise control), while there is a reverse-view camera, but no surround-view setup. Finally, the standard LED headlights do not have an automatic high beam function. That's the short explanation of the R60k difference… The really nice-to-have features are omitted, but we think the standard specification is more than ample and will largely satisfy what customers are looking for in this segment.
With intra-provincial travel approved, we loaded up the UX and headed to the Garden Route. Note the shallow load bay.
Despite the vehicle's dimensions at first glance, there's a lot more space inside than you might expect. The rear accommodation is pretty good, with enough leg- and headroom for a pair of adults. This comes at a price though, as the UX's load-bay capacity is rated at 265 litres, which is a lot smaller than most of its rivals, thanks in part to the hybrid battery pack taking up precious capacity. It's a shallow load area and the parcel shelf feels a mite flimsy – not quite up to the task of shielding your belongings, we'd say.
Pricing and after-sales support
The Lexus UX range starts at R654 700, with this 250h EX derivative retailing for R690 300. The top-of-the-range 200 F-Sport derivative costs R785 400. The vehicle is sold with a 7-year/105 000 km warranty and full maintenance plan. Vehicle service intervals are set at every 15 000 km, or once a year.
Verdict
Despite it being the smallest Lexus offering, the UX still retains all those wonderful Lexus traits of quality and refinement.
The Lexus is brand that plays to its strengths; it's been disinclined to experiment with niche models, but given the meteoric rise in the popularity of luxury compact crossovers – virtually every premium brand now offers one – the UX is a model the Japanese brand needs. This segment is perfectly positioned to catch those upwardly mobile high-earners who can't reach the R1-million luxury segment, but want to make a status statement. Similarly, it suits buyers who need to downsize, but still want to drive a premium brand.
Many regard the UX as more of a hatchback than a crowd-pleasing SUV, but that's not to say the Lexus doesn't acquit itself commendably well. Despite the fact that it's the "entry-level" offering in the brand's line-up, the premium compact crossover delivers an impressive level of "effortless refinement" that the Japanese premium marque's models are renowned for. Plus, although you may need to adapt your driving style to get the optimal fuel-efficiency benefit from the hybrid powertrain, it soon becomes second nature.
The 250h EX derivative may lack some of the high-end features of its SE sibling, but at this price point, none of the rivals offer them either. At a shade under R700 000, this UX derivative presents an interesting and refined proposition and, thanks to Lexus' comprehensive warranty and service plan, the cost of ownership is unlikely to break the bank.
Petrolheads are excited about the new turbocharged engine from Mazda, which will find its way into the Mazda3. Now rumours suggest this motor will find its way into the CX-30 SUV.
The new 2.5-litre 4-cylinder turbopetrol produces 186 kW and 434 Nm, and combined with all-wheel drive gives the Mazda3 quite a performance edge. Now Carsdirect reckons this performance motor will find its way into the CX-30 SUV.
Based on an order guide for the US market, it appears the Mazda CX-30 will gain this powertrain and the model will go into production in November 2020. The source also suggests this motor will go into the Mazda6 sedan and CX-5 SUV.
Interestingly, this power figure is only available on 93 octane petrol, with the American market seeing a power reduction on 87 octane. The South African market won't have this problem with both 93 and 95 octane being offered.
At this stage, it's very early to confirm levels of spec, but Carsdirect says the CX-30 Turbo will feature 'black 18-inch wheels and outer mirror caps, a larger tailpipe, an engine "harmonic enhancer" and turbo badging.'
What we do know is that Mazda South Africa is bringing the CX-30 to our market, however it's just a case of when. Initially earmarked for the first half of 2020, the CX-30 has still not landed as we head into September 2020. We reached out to Mazda South Africa who are still unsure of the exact timing of the CX-30's introduction. Mazda SA also noted that the turbocharged engine is not coming to SA but destined only for American markets.
Toyota has filed a new mechanical engineering feature at the American patent office, with wildly exciting possibilities.
Amongst the flood of new patent applications received each month, a new articulated canopy design was delivered by Yasunori Hirozawa last week.
The application sketch clearly shows a supercar vehicle design, which is clearly relatable to the GR Super Sport project. Toyota’s mid-engined hypercar is to feature a 2.4-litre twin-turbocharged V6 and hybridized power augmentation, promising to deliver 745 kW.
In his patent application, Hirozawa details how the vehicle’s canopy can be opened from either the left or right side, by direct mechanical intervention or remote control. There are also knobs inside the cabin, for opening the canopy.
Why would Toyota be bothering with a very complex new canopy system, which has nothing at all to do with any of its double-cab bakkies? The company’s aerodynamicists want to have a small central cabin architecture for the GR Super Sport, which make conventionally hinged swing doors nearly impossible.
Like other mid-engined supercars with an extremely low aerodynamic profile and compact packaging, door design is a challenge for Toyota’s GR Super Sport project.
Although many consider gullwing- or scissor-doors to merely be elaborate instances of industrial design, they are very real engineering solutions to the problem of getting people into and out of a car with a compact cabin.
The forward articulating canopy is in many ways the simplest solution. Gullwing doors are top-hinged, which negatively impacts any supercar’s centre of gravity. By the same margin, scissor-doors add hinge complexity.
A forward-tilting canopy would appear to be the design that Toyota has chosen for its limited-edition GR Super Sports. It is also an indication that the company is following a no-compromise design philosophy with its future supercar.
Rolls-Royce has unveiled the roadster variant of its Dawn cabriolet. The evocatively-named Silver Bullet is inspired by the brand’s iconic roadsters of the ‘20s and this car – the 1st of only 50 Collection Cars that will be produced – is finished in exquisite Brewster Silver.
When the Goodwood-based manufacturer released teaser images of the Dawn Silver Bullet earlier this year, it described the newcomer thus: "an ode to decadence, to frivolity, to heady heydays and irreverent past times. Traversing the landscape with supreme accuracy, travelling great distances with speed and precision, this open-top roadster iteration of Dawn is like a silver bullet." Rolls-Royce's flowery (if garrulous) discription could also be substituted with "the embodiment of bespoke drop-top opulence."
The Brewster Silver finish is such a light silver than it almost looks like polished platinum.
The Dawn Silver Bullet is strict 2-seater (as opposed to a cabriolet – hence its roadster designation) because the rear seats are substituted by the 2-part “Aero Cowling” as well as rakish centre spine, which extends the bodywork into the cabin. A vapour-blasted titanium finisher windbreak, which is positioned between the domes (or cowls, if you prefer), features an engraving of the car’s profile (at the front) and the Silver Bullet name on the back.
The bespoke, ultra-metallic Brewster Silver exterior finish is said to pay tribute to the paint(s) that was (were) used on the marque’s historic Silver Dawn, Silver King, Silver Silence and Silver Spectre models. It contrasts with darker elements such as the headlight lenses and bumper finisher. The wheels are part-polished with a translucent shadow finish and a single silver pinstripe.
The Rolls-Royce Dawn Silver Bullet's roof can retract fully in 22 seconds.
Inside, the Silver Bullet uses open-pore carbon-fibre for the dash, the bulkhead (directly ahead of the Aero Cowling) and, by the looks of it, on the rear deck surround. Tan-coloured leather, meanwhile, features almost everywhere else, apart from the transmission tunnel, which uses a quilted version of the same tan leather.
The Dawn Silver Bullet is powered by a twin-turbocharged 6.6-litre V12 that produces peak outputs of 420 kW and 780 Nm and is said to accelerate from 0 to 100 kph in 4.9 seconds (if you're in a rush to reach the Côte d'Azur). Deliveries of the newcomer are underway, but Rolls-Royce has not revealed how much each of the 50 roadsters cost.
Opel Corsa Utility Review – The 250 000km Trooper!
This is not your normal car video review as Ciro De Siena gets to grips with an Opel Corsa bakkie with 250 000km on the clock.
This is probably one of our favourite cars that we've ever reviewed. It's actually the Cars.co.za video department's crew vehicle, and belongs to one of our cameramen. The reason Ciro chose to review it is, he drove it for the first time recently and was blown away by how solid the little bakkie felt, even though it had just clocked 250 000km. In this video Ciro takes us through the history of the Opel Corsa Utility, why it came to be so well-loved by South Africans, and he makes an impassioned plea for Opel to bring it back.
The Ford Ranger portfolio was bolstered in the middle of 2020 by the addition of the Ford Ranger Thunder. Granted, it looks good, but where does it sit in comparison to the popular Wildtrak? Here are the key differences separating the Ford Ranger Thunder from the Ford Ranger Wildtrak.
Mechanically, there is nothing separating the Ranger Wildtrak from the Ranger Thunder. The 2.0-litre bi-turbo diesel motor delivers 157 kW and 500 Nm in both models and both have the 10-speed automatic transmission installed. The Thunder is just as capable, with a low-range gearbox, 230 mm of ground clearance as well as a wading depth of 800 mm. A tow rating of 3 500 kg is standard across both models.
As you'll see below, the devil is in the details and we think Ford has given the Ranger Thunder some serious visual punch. The Ford Ranger Thunder is built alongside the other Ranger models at the Ford Motor Company plant in Silverton, Pretoria, with the engines coming from the Ford Motor Company plant in Struandale, Port Elizabeth.
That Front!
The Ford Ranger isn't exactly a dull or boring bakkie from the front and the Wildtrak's nose, in particular, is dominant and imposing. The Ford Ranger Thunder takes this up a level with the addition of a revised honeycomb-styled front end with red intakes. It makes the Thunder look a raging bull with a furious snout. Ford aficionados may recognise them from various performance Mustangs sold around the world. The red also contrasts well with the dark paintwork, but if you're not a fan, there are other colours to choose from.
Those Wheels
The Ford Ranger Wildtrak's 18-inch silver alloy wheels have been replaced by 18-inch double-spoke alloy wheels finished in gloss black. If you're a fan of black on black and the murdered out look, this should be the bakkie for you! Red Thunder badging is used liberally around the vehicle, with the doors and rear tailgate gaining these 3D embossed Thunder badges.
Ford Ranger Thunder cabin changes
The black on black theme continues inside as the Ford Ranger Thunder cabin features black leather on the seats, dashboard, steering wheel, gear level and handbrake surrounds. The Wildtrak's trademark orange stitching has been replaced by bold red stitching, which we think gives the cabin a bit of a sporty theme. Speaking of leather, the Ranger Thunder features new front leather seats with Thunder badging in red embroidery.
At this price level, specification is excellent for a bakkie, with the Ford Ranger able to lay claim to being the most digitally connected bakkie. Its SYNC3 infotainment system boasts Apple CarPlay/Android Auto connectivity and there are 2 USB ports. It's also safe too, with autonomous emergency braking capable of picking up pedestrians and stationary objects automatically. The Ford Ranger Thunder also has Semi-Automatic Parallel Park Assist, which takes the hassle out of parallel parking. If you've ever had to parallel park a double-cab bakkie, you'll know it's not the easiest thing in the world.
Other nice to haves?
Ford has added a lockable black roller shutter loadbay cover to the Ranger Thunder which will address some security concerns. The EZ lift tailgate is fitted as standard and thanks to a torsion rod, the vehicle's tailgate is easy to lift and close.
The vehicle also features the same integrated sports hoop as the Wildtrak, but there's a tasteful (or not, depending on your taste) red detail added to give it some more sportiness.
Ford Ranger Double-Cab Price in South Africa (August 2020)
The new Ford Ranger Thunder comes with a 6-year/90 000 km service plan with intervals every 15 000 km. It is also offered with a 4-year/120 000 km warranty. At R787 000, the added features come to R33 400 on top of the Wildtrak.
2.0Bi-Turbo double cab Hi-Rider Wildtrak R 702 600
