If the BMW M8 Competition wasn't fast enough for you, how about this absolutely mental conversion by German tuner Manhart?
Manhart calls this road-legal weapon the MH8 800 and upgrades take the BMW M8 Competition's engine from 460 kW and 750 Nm to 605 kW and 1 050 Nm. This additional power sees the 0-100 kph claimed time drop from 3.2 seconds to 2.6 seconds. What's even more ballistic is the 100-200 kph which is decimated in just 5.7 seconds.
Visually, Manhart has given the M8 Competition a subtle bodykit with some gold detailing. Some 21-inch alloy wheels and a revised suspension setup with adjustable ride height round off the visual appeal. Inside, there's some carbon fiber on the steering wheel.
For those of you complaining that modern emissions regulations have ruined engine notes, Manhart has reworked the exhaust so you can hear that 4.4-litre twin-turbocharged petrol V8 engine sing the song of its people.
BMW M8 Competition by Manhart Video
Ranger V8 Cancelled
Mustang powered Raptor undone by economy.
The ultimate Ranger might never happen. Reports from Down Under suggest that Ford fans, keenly anticipating the Ranger Raptor V8, are unlikely to ever see it happen.
In January it was revealed that due to positive customer inquiries, Ford was considering the development of a V8-powered version of its Ranger Raptor. The modified T6 platform could definitely handle the extra power, which was lacking in highway driving – due to the Raptor’s additional weight, blunting the performance of its diesel engine.
Ford wished to use an adapted version of its Mustang V8 engine in the Raptor. Premcar was selected as the engineering consultancy to execute this new Ranger Raptor V8 project.
Using the 5-litre V8 petrol engine, powering Ford’s Mustang GT, Ranger bakkie followers could expect a very potent double-cab. Unfortunately, the project has stalled.
With Ford having posted massive global losses in Q1, many future product developments have been shelved. Some of these projects will be revived as revenues rise again, but the niche projects are basically done for.
Panic and uncertainty about how the global economy might recover in the months ahead has now convinced managers at Ford’s bakkie division to not pursue a Ranger Raptor V8.
Although most of the tooling and production risk would have been outsourced to Premcar, Ford decided that the market for a V8-powered Ranger has narrowed so greatly, that it no longer presents a viable business case.
Disappointment aside, those Ford bakkie fans who are hoping for a more powerful Ranger Raptor, can take heart. With the success of Ford’s T6 Ranger in North America, the demand for an EcoBoost V6 version is entirely possible.
An American inspired Ranger Raptor might not be naturally aspirated and have eight cylinders, but a turbocharged V6 Raptor would be entirely fit for purpose.
There’s an updated Suzuki Swift on the way. These images from the Japanese marque's site (in its home market) indicate the changes that are in store…
The Swift is Suzuki’s best-selling model in South Africa by a fair margin and while the all-new Swift came to market back in 2018, the lineup was later bolstered with the arrival of the punchy turbocharged 1.4T Sport, as well as the feature-packed – but keenly-priced –1.2 GLX mid-range derivative.
It's worth noting that the Swift 1.2 GLX is the current champion in the budget-car category of the Cars.co.za Consumer Awards – powered by WesBank, while the 1.4T Sport was a finalist in the fun hatch category in the 2019/20 iteration of the awards. Suzuki, which recently introduced its new S-Presso budget car, has also won the #CarsAwards Brand of the Year title on 2 occasions…
Note the diamond-cut alloy designs with black accents. Could those wheels ultimately be offered in South Africa?
In terms of styling, Suzuki has revised the Swift's front bumper and fitted (what appear to be) slightly-revised headlights. The grille either features a black mesh or one with a honeycomb pattern and chrome-look accents. What's more, the Japanese firm has added a horizontal bar to the grille, which is finished either in red or "chrome". New 16-inch alloy wheel designs have also been availed.
The updated compact hatchback is further offered with a wide choice of 2-tone colour schemes: Flame Orange, Burning Red and Speedy Blue are all matched with a black roof, while Rush Yellow is contrasted with a silver-coloured roof.
The changes inside are also relatively minor. In Japan, the updated Swift features a 4.2-inch multifunction display in its instrument cluster (plus a digital speedometer). Apart from upgraded trim, a 6-speaker audio system has been introduced throughout the range, while top-spec derivatives feature auto lights, blind-spot monitoring, rear cross-traffic alert and surround-view camera system. It's unlikely that the advanced driver-assist features will be offered outside of Suzuki's home market, however.
Under the bonnet, however, the same 1.2-litre petrol engine will be put to work with 61 kW and 113 Nm of torque with either a 5-speed manual or 4-speed automatic transmission driving the front wheels. The Swift Sport will forge on with its punchy 1.4-litre turbocharged petrol engine with 103 kW and 230 Nm.
As for availability, don’t expect the updated Swift to reach South Africa in 2020. This is the Japanese-spec Swift, but the Indian-spec Swift (which is the version that we get in South Africa, apart from the Japan-sourced 1.4T Sport) is probably still months away due to the ongoing Covid-19 pandemic, which means we may very well only see the facelifted Swift in South Africa in 2021.
As always, we will keep you updated as soon as more details are revealed.
Audi’s upcoming rival to the Mercedes-AMG A45 S has been spotted undergoing tests at the Nurburgring again. According to a report, the hyper hatch is “in the final stages of assessment” and its turbocharged 2.5-litre 5-cylinder mill will produce at least 310 kW…
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.
As we look forward to the arrival of the new-generation A3 Sportback on the local market in early 2021 – when it will resume its premium hatchback rivalry with the BMW 1 Series and Mercedes-Benz A-Class – we also anticipate the unveiling of its RS3 flagship.
The previous-generation model was powered by a 2.5-litre 5-cylinder turbopetrol motor that produced 294 kW and 480 Nm of torque (in hatchback as well as sedan guise), and many enthusiasts hoped that having reportedly blocked sister brand Volkswagen from appropriating the charismatic 5-pot engine for the R derivative of the Golf 8 range, Audi would carry over its charismatic powerplant to the new 4th-generation A3 Sportback (Typ 8Y).
In an era of muffled forced-induction engine notes, the 2.5-litre 5-cylinder emits an evocative soundtrack.
In this era of ever-stricter emissions standards, however, the continuation of the sonorous 5-cylinder engine was never guaranteed. The inline-5 (then mounted longitudinally) was introduced by Audi in the Eighties and underpinned much of the brand’s rallying and track racing success in that era. After a 12-year hiatus, the cylinder-configuration returned in 2009 to Audi’s engine line-up (it debuted in the previous generation TT RS) and in 2016, the RS3’s motor was updated to a 26-kg lighter unit with an all-alloy block, higher-pressure dual-injection system and beefed-up turbocharger.
Fortunately, Audi is determined not to put its multiple Engine of the Year category winner to pasture, because the marque regards the 5-cylinder mill as integral to the RS3 package.
The RS3 prototype has a lowered suspension and bigger brakes. Note the outlets in the front fenders and the large oval tailpipes.
Audi Sport sales and marketing head Frank Michl told Autoexpress the RS3 was “one of the success stories of the brand” mainly due to its 5-cylinder powertrain. “The RS3 is one of the most emotional Audi Sport cars and a major part of the brand’s DNA,” he added.
The British site’s report suggests that in a bid to counter the Mercedes-AMG A45 S’ peak outputs of 310 kW and 500 Nm, the Audi’s 2.5-litre engine will be tuned to produce identical outputs to the 2.0-litre 4-cylinder with its twin-scroll turbo produced in Affalterbach. And, don’t forget BMW is understood to be readying an M2 Gran Coupe, which will feature a 2.0-litre turbopetrol allied with all-wheel drive (M xDrive).
WATCH: Track Race Audi RS3 vs Mercedes-AMG A45
Just how Audi will realise those heady outputs while remaining on the right side of Euro 7 remains a mystery. Audi Sport could make the 5-cylinder meet stricter regulations by implementing the Volkswagen Group’s 48V mild-hybrid system (as it did in the Golf 8) while adopting cylinder deactivation technology or a belt-driven starter/generator.
Power will be directed to all four wheels by Quattro all-wheel drive via a 7-speed dual-clutch automatic transmission. As in other RS models, the newcomer will feature adjustable dampers, a torque-vectoring system and adaptive electronic power steering.
?The test car spied in the latest images wears less camouflage than previous prototypes, but it’s instantly recognisable as an RS3 by virtue of its purposeful body kit. Note the sculpted front bumper with enlarged air inlets and vents behind the front wheel arches. The rear features a large spoiler, an extended diffuser and large-bore oval exhaust ends.
Drag Race: Audi RS3 vs Mercedes-AMG A45?
As for the interior execution, expect Audi’s newcomer to feature a sports steering wheel and firmly-bolstered front seats clad in a mixture of leather and Alcantara, matched with aluminium pedals. Autoexpress anticipates a range of RS-specific displays for the car’s 10.1-inch infotainment system and Virtual Cockpit digital instrument binnacle.
It’s not inconceivable that the new RS3 will be revealed internationally (in the metal, or perhaps digitally) before the end of the year, with sales commencing in 2021.
The Lexus UX currently serves as the entry-point to the brand, but could Lexus be planning a new model to slot in below the UX? Reports suggest so…
Rumours are swirling that Lexus might introduce a new ‘crossover hatchback’ in 2023 that will slot in below the UX in Lexus’ vehicle range and will reportedly be called the BX.
In a Chinese report from Autohome, it’s suggested that this new Lexus model will be based on the new and recently-revealed Toyota Yaris Cross Hybrid. Styling cues may draw form the UX and Yaris Cross and the BX will adopt Lexus’ spindle grille design to conform with the brand’s established design philosophy. According to the report, the Lexus BX is also expected to ride lower than the Yaris Cross and will be based on the TNGA (GA-B) platform that underpins many of Toyota and Lexus products.
The new Toyota Yaris Cross could form the basis for a new entry-level Lexus in coming years.
If the Lexus BX does indeed become a reality, it’s believed that it will adopt the same hybrid powertrain offered in the Yaris Cross consisting of a new 3-cylinder 1.5-litre Atkinson cycle petrol engine which combines with an electric motor to produce a maximum power output of 85 kW and paired with a CVT. Like the Yaris Cross, both front and all-wheel-drive variants could be offered. A sportier F-Sport derivative is also a possibility.
While there’s nothing official from Lexus at this stage, time will tell if there’s truth to these rumours. We will keep you updated as soon as more information becomes available.
The long-expected petrol price rebound is set to happen in June, according to the Automobile Association (AA). Looks like the decreases are over as the petrol price is set to rise in June 2020.
The end of month figures have been updated, you'll find a more up to date estimate here.
Based on the current data, the AA is predicting up to 50 cents a litre increase for petrol, while diesel fans can rejoice with a decline of around 56 cents. "In a dramatic reversal of last month's oil swings, international product prices used to calculate South Africa's basic fuel price have nearly doubled since their lows at the end of April," the AA explains. "Over the same period, the Rand has settled in around the level of R18.40 to the US dollar, almost three Rand weaker than just three months ago prior to the advent of the Covid-19 panic and multiple downgrades of our economy by ratings agencies."
Towards the end of April 2020, the oil price fell and the Rand steadied, resulting in yet another decrease. However, the oil price has come back strongly in May 2020 as global refining capacity's imbalance has been addressed. Still, we've had quite a good run with most grades of petrol about R4 cheaper a litre now than they were at the beginning of the year.
As always, we'll have the changes to the petrol/diesel price towards the end of the month.
Lexus South Africa continues its hybrid offensive with the addition of an entry-level UX offering.
Lexus sees itself as the hybrid leader in South Africa and if the figures are to be believed, Lexus owns 37% of the alternative fuel market in SA. BMW runs it close with 34% of the market. The UX hybrid, in particular, is a top-seller in the space contributing to 21% of hybrid sales, only beaten by the BMW i3 (28%) in terms of outright sales locally.
Lexus wants to push further into the hybrid space, where it wants to be the number 1 name within the market. They have already begun to expand hybrid offerings with the introduction of the entry-level ES in January 2020. Now it’s the turn of the UX to get a lower spec grade. We say lower spec, but Lexus is always rather generous with its spec so what it actually means is that a few nice-to-have items have been removed from the spec sheet and the price has come down by about R60k.
The new EX grade hybrid UX (Lexus UX 250h EX) is similarly specced to the non-hybrid 200 EX. Compared to the SE top-spec models it doesn’t have some of the active safety features such as lane-keeping assist, blind-spot monitoring and pre-crash sense. Standard cruise control is selected instead of adaptive which is used for the SE. It has standard LED headlights without auto high beam and a reverse camera instead of panoramic round view system.
Inside, the seat material is Nulux (a simulated leather) as opposed to the smooth leather of the SE models. Ventilated seats are also only available on the SE models. All UX models now come standard with Apple Carplay and Android auto as well as the 10.3-inch central infotainment unit.
The power unit remains the same, generating a maximum output of 135 kW when the battery delivers its full potential in conjunction with the 107 kW naturally aspirated petrol engine.
It appears that Volkswagen's most popular name will disappear from markets that only allow the sale of electric cars. What? Is this the end of the road for Golf?
First reported in Auto Express, Volkswagen’s boss of sales and marketing, Jurgen Stackmann told the publication that fully electric markets will be the end of many Volkswagen products as the brand switches to its all-electric ID family.
He was asked if the Volkswagen Golf still has a future. “Probably not, but I am convinced that you will see Golf 9 coming. I think Golf will have a lot of interesting technologies until the boundary of full electric. The fully electric ID goes into the ID family and that decision is of a divide within the family. So for full electric, we want to have optimised platforms doing just electric and they will be called ID. for the future.”
With some European markets banning internal combustion engine cars from sale as early as 2030 (the UK's aim), car companies are pushing hard to get all-electric models rolled out. Right now, there's no all-electric Golf 8, with the Volkswagen ID.3 expected to take the mantle. But, fear not, it is not the end of the road for Golf. "Golf will remain as a strong effort of the brand in many places and I believe in Europe as well, but in many places outside Europe where they probably don’t have the capacity to go full electric so fast.” said Stackmann. “So I’m convinced that we will see a parallel run of Golf 9 and ID. next generation. What technology Golf 9 will bring we will see. It will again be leading edge as we are now seeing with Golf 8 – whenever we come with next generation Golf it will be a mark for the rest of the industry to beat for the next five or six years to come.”
For the SA market, we think there's still plenty of life left in the internal combustion engine, so don't panic!
French MPVs have little future in a crossover world.
Renault effectively invented the modern compact MPV. In the 1990s, whilst Chrysler was winning over large American families with its Voyager, the French company realised that people wanted smaller MPVs.
The Scenic was born and enjoyed great popularity, even in South Africa. Market demands alter over time and that reality is now forcing Renault to reconsider the composition of its product portfolio.
With the company’s accountants having calculated that Renault must save R40bn over the next two years, less popular models are being selected for discontinuation.
Renault has recognised that customer demand has diverged from MPVs to SUVs and crossovers. The company’s product planners feel that Renault has too few compact SUVs and crossovers on offer, and too many MPVs. By that logic, the MPVs simply have to go. Which is strange considering it already has Captur, Kadjar, Duster and Koleos in the SUV segment. It could be a preemptive move as rumours about the Renault/Nissan Alliance breakup could see Renault lose platform sharing rights to the Kadjar (Nissan Qashqai) and Koleos (Nissan X-Trail).
What this means for the Renault product matrix in the next year or two, is a retirement of its Scenic and Espace. Followers of the French brand will be saddened to see Scenic and Espace retire, as these are two of the most iconic Renault products.
It is especially the Espace, which has special relevance for all things MPV. Renault has produced five-generations of its large MPV, originally launching in 1984. In many ways, the Espace was a visionary vehicle for large families.
Beyond the rationalisation of MPVs, Renault could also be mulling any future investment in its Talisman. The large sedan has been a poor seller, ceding sales to similarly sized crossovers.
We haven't been able to travel significant distances with the Suzuki S-Presso, which joined our test fleet just before the national lockdown. David Taylor has nonetheless learnt a great deal about the Japanese brand's newcomer. How does it stack up in the budget-car segment?
We like: Pricing, standard features, free insurance, nippy performance
We don’t like: Awkward driving position, vague steering, yet to receive a Global NCAP safety rating
Fast Facts
Price: R147 900 (May 2020)
Engine: Naturally-aspirated 1.0-litre 3-cylinder petrol
Despite it having the dimensions of a small city car, the S-Presso's seating position and design give it a baby-SUV vibe.
Suzuki must have noticed how well the Renault Kwid and Datsun Go were doing in terms of sales in developing markets and naturally wanted a slice of that share… The S-Presso hails from the Suzuki stronghold of India, where these entry-level cars have been tremendously successful; the Kwid also features prominently in local sales charts.
At first glance, the Suzuki S-Presso's styling is best described as awkward and unconventional, but that is not necessarily a criticism – car design seems to have become very safe and predictable of late, so it's not all that often that something with ground-breaking looks comes to market. Hmm, is this a compact hatchback, or a baby SUV?
In S-Edition guise, the Indian-made newcomer could easily pass as the latter as this trim level adds design elements such as wheel-arch cladding, side body-cladding, silver upper-grille garnish and a front skid plate. The S-Presso's 180 mm of ground clearance further leads us to lean towards a compact-SUV designation.
How it performs in terms of…
Performance and economy
Weighing just 770 kg, the Suzuki S-Presso is just like the coffee, in a way… Compact and nippy.
Under the bonnet is a compact 3-cylinder, 1.0-litre petrol engine. It produces 50 kW and 90 Nm of torque and drives the front wheels via a 5-speed manual gearbox. Now, while those outputs seem paltry, it's important to remember the Suzuki doesn't weigh all that much and not a lot of power is required to get it going. With a kerb weight of just 770 kg, the little 1.0 S-Edition feels surprisingly nippy and agile to drive. Aided by a light-action clutch and snappy manual gearbox, the newcomer darts through the traffic as if it were a motorcycle, albeit a 4-wheeled one. That's a win in our books, although you don't really want to "stretch the engine's legs" – it sounds quite harsh high up in the rev range.
True to most of Suzuki's offerings, the new S-Presso is quite light on fuel. While we couldn't quite achieve the claimed consumption figure of 4.9 L/100 km, the indicated return of 5.5 L/100 (after driving exclusively on urban roads – in other words, to the shops and back – was impressive. One minor gripe, however, is the size of the fuel tank (27 litres), which is only marginally smaller than the Kwid's (28 litres), but consider that rivals such as the Datsun Go+ and Hyundai Atos offer 35-litre tanks.
These 14-inch high-profile tyres do a good job of soaking up bumps. Plus there's 180 mm of ground clearance for when you need to mount kerbs.
Under lockdown, the S-Presso was limited to making supply runs for the most part. We spent the majority of our time behind its 'wheel pottering through the suburbs, where its ride quality proved acceptable. Helped by 14-inch wheels wrapped in higher-profile tyres, the suspension absorbed cracks and bumps, especially those pesky under-tar tree roots.
The vehicle does tend to exhibit a measure of body roll when cornering at moderate speeds, which, given its tall stature, is to be expected. While the overall driving experience is fair, the Suzuki falls short of the benchmark set by its Korean rival – the Hyundai Atos, which exhibits arguably the best driving manners in its segment.
Our main gripe with the S-Presso is its perched driving position: you feel as if you're sitting on the car, as opposed to in it. There's no rake- or reach-adjustment for the steering column, so it's tricky for tall occupants to get comfortable behind the Suzuki's tiller. What's more, the newcomer's steering is fair, but it lacks feel and responsiveness.
Another annoyance was quite a bit of wind noise when travelling at triple-digit speeds. Parking manoeuvres proved an absolute cinch to execute, however; thanks to its tiny turning circle, the S-Presso can deal with (what would usually be) 3-point turns in 2 movements.
Interior execution and features
We love the colour scheme of this particular S-Presso. Note the mobile device that's plugged in – Android Auto is active.
The cabin of the S-Presso is a fun and interesting space to occupy. There's an air of youthfulness here, replete with bright, colourful trim around the centrally-mounted speedometer/trip computer module and ventilation outlets. There are some cheap-feeling materials, but that is par for this segment and not a deal-breaker whatsoever.
Budget cars used to be stripped-out econoboxes, but these days manufacturers load as many mod-cons into their entry-level products as they can in a bid to appeal to buyers looking for optimal value. The Suzuki comes with a 7-inch infotainment touchscreen with Android Auto/Apple CarPlay connectivity and USB/12V charging ports.
We've become accustomed to controlling the Android Auto interface via voice control (activated by a button on the steering wheel), but because the S-Presso does not have a multifunction 'wheel, the service needs to be activated via a button on the touchscreen.
In terms of standard fare, there's a manual air-conditioner, a reverse-view camera, rear parking sensors, electric windows, as well as Bluetooth connectivity.
On-paper safety features include anti-lock brakes with electronic brake-force distribution and dual front airbags. Suzuki claims its new Heartect platform has been designed to disperse impact energy better in the event of a vehicular collision. However, there's yet to be a crash test for this newcomer, so we'll wait for that before passing judgement on this vehicle in terms of its safety credentials. The budget segment doesn't have a stellar track record when it comes to this, we're hopeful the S-Presso will buck the trend.
Practicality
Odd driving position aside, the S-Presso's rear legroom is surprisingly practical with decent kneeroom and headroom. Pity about the rear headrests which poke you in the neck.
This is one of the best aspects of the S-Presso. Granted, it may have a quirky driving position that's not going to suit all drivers, but rear-occupant space is surprisingly good. If you are a tall person, the sit-behind-yourself test is often make-or-break for compact cars, but the Suzuki affords sufficient rear head- and knee room. The only black mark is the aft headrests, which are mounted rather low… Adults are bound to find the headrests at level with the bases of their necks, so the items are clearly suited for children.
Luggage space, meanwhile, is commendable for a vehicle of this size and while the quoted capacity is around 240 litres, the load bay doesn't actually seem that snug; it offers sufficient depth and capacity for many shopping bags. There's sufficient in-car storage too, with plenty of spaces to place housekeys, electronic devices and water bottles.
The S-Presso's load bay is generous for a vehicle in this segment.
Price and warranty
The Suzuki S-Presso range starts at R134 900, with this test unit costing R147 900. The new Suzuki S-Presso is sold with a 5-year/200 000 km warranty, 2-year/30 000 km service plan and 1 year's comprehensive insurance.
The Suzuki S-Presso suffers from the same criticisms levelled at its rivals, but it undercuts them when it comes to price.
In the budget-car market, car brands strive to offer products that offer consumers great value for money – with as few obvious compromises/feature-deletions as possible. We could write reams of copy about firms stiving for economies of scale and the intensive use of cost-cutting materials to keep unit-costs low. The attention to detail in efforts to save money on entry-level models is quite astonishing and the little savings all add up. For example, in the case of the Suzuki, there's just a single spray jet for the windscreen.
What's the best cheap new car in South Africa? The Suzuki S-Presso is not necessarily the answer; it has its share of faults, but at this price point, one cannot expect perfection and besides, most of its rivals have similar shortcomings. While the standard spec is good, it's only on par with its rivals. The 1.0 S-Edition has an enthusiastic little engine, which is certainly a boon, but is it great to drive? Good, yes. Great? Not quite. While it's adequate, it doesn't have quite the nice-to-drive characteristics of the Hyundai Atos.
Suzuki does have a pair of significant factors in its favour: the compact-car brand has a reputation for offering excellent after-sales support. As a 2-time Cars.co.za Consumer Awards – powered by WesBank Brand of the Year winner, the Japanese marque offers commendable brand support/customer service, which is a big plus for first-time buyers.
What's more, the new S-Presso undercuts its competition on price. When you compare the 1.0 S-Edition to its direct rivals below, you'll find it's significantly more affordable than its opposition. Once we're in a position to do so, you can bet we'll line up a rumble between South Africa's cheapest cars to find out which one is best.
