Aston Marin’s outrageous Valkyrie project is proving problematic. The mid-engined hypercar, which promises to deliver a driving experience unlike all rivals, is not running on schedule.
First announced in 2017, a year before AMG’s Project One, the Valkyrie was a car of true fantasy specification.
Unlike most other hypercars, the Valkyrie eschews turbocharging but does use hybridization. Its primary power is supplied by a huge 6.5-litre naturally-aspirated V12, built by Cosworth – which is ironically the same engine supplier to Gordon Murray’s new T50.
An extremely linear throttle response, with 745 kW available at 10 500 rpm, is at the heart of this hypercar’s appeal. Balancing the Valkyrie’s performance are aerodynamic attributes designed by Adrian Newey, one of the greatest automotive aerodynamicists in history.
Aston Martin has been extremely bullish about what the Valkyrie can achieve, immodestly claiming that it will the fastest and purist road car driving experience yet. But the company has no history of producing a hypercar.
Jaguar illustrated the issue of producing a technologically advanced hypercar way back in the early 1990s, with its XJ220. This car was a commercial disaster, as most traditional customers of the brand simply did not appreciate what it was.
The Valkyrie was supposed to be marketed in an allocation of 150 road cars and 25 racers, but that ratio could dramatically change. As Mercedes-Benz has discovered with its Project One, the refinement of a hypercar for real-world road use is challenging. The first Valkyrie customers deliveries were supposed to happen in late 2020, later than initially scheduled, but even that dateline is now in doubt.
Aston Martin is allegedly struggling to achieve the correct ride and handling balance for Valkyrie on imperfectly surfaced real-world roads. There are also rumours of reliability issues, during its road phase testing. This is not surprising, as Mercedes-Benz’s Project One is also late for customer deliveries, with engineers struggling to tame the F1 sourced engine for slow-speed driving and idling.
What complicates the Valkyrie scenario even further, is Aston Martin’s troubled financial position. The company is losing money and was recently recapitalised by Canadian billionaire Lawrence Stroll. The man who initiated Aston Martin’s Valkyrie project, Andy Palmer, is gone – having been replaced by former AMG boss, Tobias Moers.
The British company’s new German CEO must decide if there is potential to solve Valkyrie issues quickly enough, without running terribly over budget. One of the better outcomes could be to abandon the road car development of Valkyrie and sell it solely as a track day vehicle. Although this will rankle those potential customers who wished to use it as the ultimate road-going driver’s hypercar.
Both Valkyrie and Project One prove that taming extreme powertrain and performance parameters for road car use is always a significant test of engineering resources and insight.
BMW has displayed its eagerly-awaited new M4 at the Red Bull Ring in Austria. Although the newcomer is still decked in camouflage (because the official reveal is still a few weeks away), the prototype confirms several of the upcoming coupe's finer design details.
During the run-up to the MotoGP “BMW M Grand Prix of Styria”, the CEO of BMW's M Division, Markus Flasch, has presented prototypes of both the roadgoing and GT3-class racing versions of the G82-generation M4 Coupe. "From the outset, both vehicles were developed parallel to each other, so they both have the same genes," he said.
From 2022, the M4 GT3 (right) will replace the M6 GT3 as the top-of-the-range model in BMW M Motorsport vehicle portfolio.
At the time, the Munich-based manufacturer was only willing to divulge that the M4 Coupe would be powered by a "newly-developed inline-6 engine featuring M TwinPower Turbo technology" and "a high-revving concept", as well that "before the model is actually released… final intensive tests still have to be performed."
However, it's widely accepted that the newcomer will be powered by a version of the 3.0-litre twin-turbo S58 engine that powers the X3 M and X4 M models, which will direct 353 kW and 600 Nm to the coupe's rear wheels through a 6-speed manual ‘box or 8-speed automatic transmission with Drivelogic. The Competition version, on the other hand, will reportedly produce 375 kW, and be available exclusively with M xDrive all-wheel-drive and the aforementioned auto 'box.
Note the subtle power dome in the new M4 Coupe's bonnet.
We recently published an artist’s impression of the G82-generation M4 Coupe (penned by Nikita Chuiko), which had originally appeared on Russian motoring site Kolesa. The renders expressed the muscular, purposeful look that the new range’s flagship could be expected to have, but left space for – that is to say, the potential to fit more dramatic/elaborate aerodynamic addenda to – even hotter interpretations of the car, such as upcoming DTM, GTS and CS derivatives.
The artist’s impression by Nikita Chuiko, which recently appeared on Kolesa.
Judging from these BMW-supplied images, however, the M4 won't necessarily be as understated as Chuiko anticipated. Compared with its standard siblings, the M4 Coupe has a significantly more sculpted front apron with a pair of large air intakes flanking that controversial upright grille, while vertical brake-cooling ducts sit at the outer ends of the bumper. There is no hint of a subtle black lip spoiler and, if anything, the similarly-coloured side sills are wider, while the M side mirrors look slightly taller and wider…
The arrow-pointed fender gills aren't that pronounced, come to think of it, but they do feature tiny black M4 badges…
The M4 Coupe prototype is fitted with 19-inch, 20-spoke black alloy wheels shod with Michelin Pilot Sport 275/35 tyres and its blood lid features a very subtle spoiler that's "split in half". Chuiko correctly antipated that the M4 Coupe's rear aspect would be distinguished by a motorsport-inspired diffuser with a quartet of exhaust tips jutting out between the pairs of fins (that's an M-car calling card, after all), but the actual rear bumper is even more aggressively contoured and the cutouts for the 'pipes more pronounced.
A carbon-fibre roof has been part and parcel of the M4 package, but curiously, the prototype featured a sunroof.
So, based on what you see here, is the exterior execution of the prototype bold enough for the next iteration of BMW’s most iconic sportscar? We'll bring you official images and specifications of the model as soon as they become available… In the meantime, please don't forget to read our BMW M3 (2020) International Prototype Drive article.
Renault Sport – the celebrated producer of the world's fastest-cornering hot hatches – is back with its most potent variant: the limited-release Megane RS 300 Trophy. It’s made for hardcore enthusiasts who want track-day thrills at the expense of everyday usefulness, but with just 7 units available in South Africa… not many aficionados will get the chance to unleash this machine on a track (or anywhere else).
We like: Rapid performance and track focus.
We don't like: The price, requires a lot of effort to drive.
Renault's Trophy and Trophy R models are renowned for setting fastest hatchback laps at various circuits.
When la Régie goes about making a Trophy version of its Megane RS, you know you are in for a track-honed lap-time-chaser of a hot hatch. It’s not going to comfortable on the daily commute and won't be to everyone’s taste, but you can’t deny that when it comes to making a hot hatch go around corners, nobody does it better than Renault Sport.
The Trophy edition will be limited to just 7 units in South Africa and Renault South Africa has hiked up the newcomer's asking price accordingly (to nearly R800k, which is pretty steep for a hot hatch). In return for the hefty knock to your wallet, however, the Trophy offers a heightened peak power output (221 kW versus the 205 kW of the Cup version), which is just a touch lower than the Civic Type R. There is also an extra 10 Nm of torque for the manual (400 Nm) and 30 Nm for the EDC dual-clutch version (420 Nm).
To make sure it’s faster on track, the Trophy is fitted with 355-mm Brembo brakes up front and lightweight 19-inch wheels that reduce each corner’s weight by 2 kg. Then there’s a much louder exhaust system fitted as standard, a mechanical limited-slip diff and a stiffer suspension replete with bump-stop shock absorbers.
How it fares in terms of…
Performance
The Renault's exhaust system produces a series of pops and bangs on overrun, courtesy of the team at Akrapovic.
It's best to prepare yourself before attempting to explore the full performance of the Megane RS 300 Trophy… because the French hot hatch is a handful on anything but the most perfectly flat tarmac. Getting ready to drive the Trophy is a bit like steeling yourself for a fight – it’s going to be brutal and you better be ready to take evasive action.
Once you’ve psyched-up yourself sufficiently to get to grips with the Renault you can toggle between the newcomer's trio of drive modes: Normal, Sport and Race, the latter two of which activate the louder exhaust (replete with pops and burbles on overrun) and sharpen up throttle response. When you pin the throttle, the 1.8-litre 4-cylinder turbopetrol motor races into action; it’s ultra-responsive in the sportier modes and, for a forced-induction engine, it really doesn't mind being revved hard. The manual ‘box feels similar to those of previous-generation RS models, but it's a little meatier at the engagement point, which makes it seem more durable/up to the task of being slap-shifted its entire life.
With a claimed 0-to-100 kph time of a mere 5.7 seconds, the RS 300 Trophy is evidently one of the fastest front-wheel-drive hot hatches ever produced. It’s what you have to do during those 5.7 seconds that makes the Renault feel so much faster than it actually is. It torque steers under hard acceleration (it pulls from one side to the other, depending on the direction of the 'wheel) and the responses to steering inputs are so instantaneous that it's no simple task to keep the hottest Megane tracking "straight and true".
Overtaking manoeuvres can be hair-raising to execute if you're prone to jerking the RS 300 Trophy's 'wheel or stabbing at its throttle pedal in a fit of fury (or excitement). In fact, fellow road users could be forgiven for thinking you’ve entered some sort of slalom gymkhana event as you whip the steering wheel back and forth with one hand (while the other shifts gear) in a valiant attempt to keep the rapid Renault in line. This may be the first car that’s more difficult to hold in a straight line than corner at breakneck speeds.
Handling
The special, lightweight wheels shed 2kg from each corner.
Like the RS 280 Cup, the Trophy is equipped with 4-wheel steering. At under 100 kph, the rear wheels turn in the opposite direction to the fronts to help you take tighter lines into corners and, above 100 kph, the rears turn in the same direction as the fronts to improve high-speed stability. It’s a system that is widely used in a slew of performance cars (BMW and Audi are among the most notable proponents), but in the Trophy, it gives the car a bit of a split personality… and handling characteristics that require familiarisation.
In fast corners, the car handles more neutrally than the previous-generation Trophy; it seems notably less inclined to kick out the rear-end under hard braking or when the driver comes off the throttle before turn-in. It’s something we weren’t immediately prepared for… Renault's hot hatches have always had a tendency to exhibit lift-off oversteer (to provide a bit of thrill, of course, but also get the car rotated at corner entries). Out on a fast mountain pass, the added security allows you to push harder with confidence – safe in the knowledge that the rear won't break away if you have to suddenly back off the throttle. In this regard, it feels quite similar to the Hyundai i30 N we drove earlier this year.
By contrast, the aforementioned "Renault lift-off oversteer" comes back with a vengeance at lower speeds and, when that happens, it feels over-the-top and artificial. We found that the 4-wheel steering pushes the RS 300 Trophy's rear-end into corners, which obligates the driver to "correct" the deliberate pivot motion to ensure that the car doesn’t apex too early. After a while, you get the hang of starting your turns a lot later to compensate for the "assistance". Plus, by virtue of the lightning-fast steering, the Megane whips across the tarmac faster than any hot hatch we’ve driven. That fast front-end is so typical of RS models; it makes all other hot hatches feel sluggish and bulky by comparison.
The steering has lost some of that "connected to your central nervous system" feel that the RS 275 Trophy had, but the weighting is meaty and still provides good feedback.
Everyday use?
Alcantara seats are set 20 mm lower in the cabin to improve the centre of gravity.
The Trophy is based on the Megane RS 280 Cup's chassis, which means the dampers, springs and anti-roll bar are all stiffened. The ride quality is undoubtedly firm, but – contrary to our expectations – the newcomer proved more comfortable/forgiving to drive than its predecessor. Look, it’s not a car you would want to be a passenger in (unless you are an unabashed RS fan) and certainly not something in which you’d want to undertake long journeys – unless you're driving it to a track. The Trophy is still very much a toy to be used for special occasions such as breakfast runs or track days; the standard RS is a much easier to live with and Renault RS’ closest competitor to the Golf GTI yet.
Sporty interior execution
The RS 300 Trophy commands a R150 000 premium over the RS 280 Cup/Lux, but you aren’t going to find much that differentiates the former's cockpit from those of its lesser siblings… The Alcantara-trimmed seats are the obvious addition and they are set 20-mm lower to improve the overall centre of gravity. The low seating position is perfect for those who are looking to eek out every last bit of performance (or get a track-car feel), but shorter drivers may need to sit slightly higher just to see over the instrument cluster.
The RS 300 Trophy's interior is almost identical to the Cup version. Infotainment could do with a crisper screen and touch surface.
The metallic-finished pedals are drilled in order to look suitably sporty and we found them to be well-spaced and -positioned, although, under hard braking, the throttle pedal is set slightly too high to facilitate easy heel-and-toe inputs (in contrast with the aforementioned i30 N, the Renault's powertrain does not offer a rev-matching function).
Renault’s infotainment system includes all the modern apps and supports Android Auto and Apple Carplay, but it’s not the best-looking in terms of graphics or screen quality. When you touch the screen, it feels like it has a matt-plastic screen over it, which is in contrast with the pristine glass touchscreens we’ve become accustomed to in the Golf.
Pricing and after-sales
The Megane RS 300 Trophy is limited to just 7 units in South Africa and commands a hefty base price of R774 900 for the manual version and R799 900 for the dual-clutch automatic derivative. It comes with a 5-year/150 000 km warranty, as well as a 5-year/90 000 km service plan, included in the purchase price.
Verdict
Get ready for a fight-or-flight experience every time you climb into the Trophy.
The Renault Megane RS 300 Trophy is a weapon, whether you’re tackling a track, a mountain pass or just overtaking another car at anything more than half throttle. Unlike other hot hatches, it requires full commitment from its driver at all times. May we suggest some gentle MMA or kickboxing before flipping the drive modes into Sport or Race?
Indeed, the French firm's most focused hot hatch to date is a handful to keep in a straight line as you slap through the gears, but point it at a corner and you're bound to discover it’s the fastest hot hatch to reel in an apex that you’ve ever driven. The Trophy's turn-in speed is nothing short of incredible and even if the 4-wheel steering takes some getting used to, the car’s an absolute thrill to drive. It’s not a hot hatch you’ll want to live with every day as it’s still too firm, but on the right road, it’s the best hatchback of the lot.
If you own a Mercedes-Benz that is no longer covered by its standard maintenance plan, the brand now offers various fixed-price servicing options at selected dealers, as well as range of genuine replacement parts and the ability to easily book your car in online.
PARTNERED CONTENT
It’s widely known that all Mercedes-Benz passenger cars are sold, from new, with an inclusive PremiumDrive maintenance plan, which gives the brand’s customers peace of mind knowing that their vehicles will be well taken care of by qualified Mercedes-Benz technicians during the first 5 years or 100 000 km of those vehicles’ lives.
That means owners don't need to make contributions to maintenance costs during the first 100 000 km or 5 years (whichever comes first) of owning their vehicles. What's more, provided a Mercedes-Benz is maintained by a franchised (official) dealer at specific intervals, its PremiumDrive plan can be transferred between owners within that time/mileage.
A PremiumDrive plan can also be extended if desired, but you may own a recent Mercedes-Benz that is no longer covered by its maintenance plan.
If that’s the case, you might be thinking of followingm let's say “a friend’s recommendation” and, instead of booking an appointment at a Mercedes-Benz dealer, look to save money by using an independent workshop to carry out (perhaps a long-overdue) service.
The truth is, while some service centres may indeed charge less to service or repair your Mercedes-Benz than the brand’s official dealerships, are you positive that those non-affiliated workshops have the right expertise and are installing genuine parts in your vehicle? How could you be sure?
‘Trust your gut. Trust the best’
Mercedes-Benz not only strives to exceed its customers’ expectations when it comes to servicing, it prides itself on the work that goes into its products. The brand recently launched a broad customer service campaign in the hope that fastidious Mercedes-Benz owners will follow their instincts and refuse to compromise on the maintenance of their vehicles, because they know the value of excellent service and genuine parts.
Servicing your Benz isn't necessarily that expensive anyway. Participating authorised Mercedes-Benz dealerships now offer best-price servicing packages for some models that are out of their maintenance plans (Service A or Service B inspections) from as little as R1 447, including VAT.
During Service A (regularly on the test stand), your Mercedes-Benz is thoroughly checked to ensure that you and can continue to enjoy good and secure journeys. A Service B inspection, in turn, involves putting your vehicle through its paces to check the integrity of all components that influence the safety and ease of operation of your vehicle.
The fixed-price servicing is offered on applicable derivatives of the 1st-generation A-Class hatchback (W176), CLA coupe (C117) and GLA compact crossover (X156), no fewer than 3 generations of the C-Class sedan (W204, W204 and W205), as well as the E-Class (W212).
* Offer is only valid for a limited time and while stock lasts.
The best way to keep your Benz running in optimal condition after its maintenance plan has expired – over and above having scheduled services carried out at official dealerships – is to ensure that Mercedes Original parts are used to replace components and consumables when required.
Each model in the Three-pointed Star's line-up is fitted with specific Mercedes-Benz Original (MO) tyres that offer better ride comfort, reduced road noise and satisfying performance, while approved run-flat technology provides continuous and safe driving. MO tyres, which are designed to work optimally with the suspension and handling of your specific Mercedes, are available from R850 (excl VAT).
* Offer valid whilst stocks last, for a limited time only.
Mercedes-Benz is constantly developing and comprehensively testing its braking systems. With Mercedes-Benz brakes you can be certain that all components are perfectly matched – from brake linings and discs to brake fluid and including safety systems such as ABS, BAS and ESP. This ensures short stopping distances and prevents braking performance from fading during repeated braking.
Don’t compromise on safety, fit only Mercedes-Benz Genuine brake discs and brake pads. Offer starts at R600 (excl VAT)
* Only applicable to selected models and while stocks last.
Whether you’re driving in a congested city centre, cornering on a mountain pass or cruising on a freeway – a Mercedes-Benz genuine suspension is designed to offer good steering characteristics, a comfortable ride and safe road-holding even when your vehicle’s heavily loaded. To guarantee this, Mercedes-Benz doesn't distinguish between manufacturing parts for standard production and as replacement parts. All suspension parts are manufactured using the same tools and quality standards.
The engine is the heart of your Mercedes-Benz. To keep it running optimally over the lifespan of your vehicle, all its components are perfectly matched – from spark plugs to engine air cleaner, and from fuel and oil filters to antifreeze fluid and the V-belt.
Mercedes-Benz genuine engine oil is specially developed for the brand’s engines. The fully synthetic oil facilitates optimal performance, provides reliable lubrication for every circumstance and, in combination with the Mercedes-Benz genuine oil filters, extends engine life. It also reduces consumption, to be benefit of the environment.
Whether you’re driving in heavy rain or even soft hail – it’s not a problem with Mercedes-Benz genuine windscreen wipers. They are optimised for the entire wiper system and ensure a clear view without any streaks – even at high vehicle speeds and long periods of operation. A specially developed rubber blend makes them particularly smooth and economical. The Mercedes-Benz star on the wiper end cap distinguishes it as a genuine Mercedes-Benz part and emphasises its high quality.
Would you like to arrange a service appointment with your nearest authorised Mercedes-Benz dealer? No problem. Mercedes me Online Service Appointment Booking makes it easy for you to get the appointment you want – wherever you are… and whatever time of day it is.
The New Normal, Podcast 1 – Changes in SA’s car-shopping patterns
In this first instalment of a 3-part podcast series – brought to you in association with Absa – respected consumer journalist and veteran #CarsAwards judge Wendy Knowler chats with Naamsa CEO Mike Mabasa and Henry Botha from Absa Vehicle Finance about changes in South Africans' car-buying behaviour amid the Covid-19 pandemic and "The New Normal" as it applies to our relationship with cars.
What now for vehicle sales?
Knowler (pictured left) sets the scene for the discussion by suggesting that the Covid-19 pandemic had affected our lives – and movements – in more profound ways than any of us expected. People have adapted to teleworking, shopping locally and only making necessary trips. Many businesses are now rotating employees between the office and their homes and when their leases are up they’ll hope to scale down to smaller premises, which would suggest that "The New Normal" means less traffic on our roads…. even post-lockdown.
According to surveys recently conducted by Cars.co.za, the majority of car-buying respondents said that in the event that they were forced to decrease their motoring costs because of the impact of the Covid-19 pandemic, they would consider either downgrading to a new car or disposing of a 2nd/3rd family vehicle and, if they could have anticipated the onset of the pandemic, many of them would have switched to an insurance policy that bases its premium on the number of kilometres a vehicle travels.
Suffice to say new-vehicle sales statistics for the past 6 months make for sobering reading (not unexpectedly so), but what can we glean from car-buying behaviour in 2021?
What are consumers looking for right now?
According to the CEO of the National Association of Automobile Manufacturers of South Africa (Naamsa), Mike Mabasa (pictured left), Naamsa has noted a definite trend towards "buying down" (consumers replacing their vehicles with smaller, more affordable ones) on the parts of many consumers, also that vehicles from mainstream (more affordable) brands are being preferred to those of premium marques… and, it would indeed seem that some households are looking to reduce the number of vehicles they operate.
How will these trends affect manufacturers and importers' plans to introduce/replace new models in the local market (and the timing of those launches)? Mabasa discusses this topic in detail – but adds that some things are not going to change, after all. He predicts an uninterrupted influx of electric vehicles in the very near future and from brands that don't currently offer hybrid or battery-electric models.
People are still looking to buy… but what?
Meanwhile, Henry Botha, the head of strategy and business analytics for Absa Vehicle Finance (pictured left), points out that amid car buyers looking to buy more affordable/moderately specified vehicles with the intention of lowering their cost of motoring (monthly repayments, fuel bills and insurance costs), they are finding great value in used vehicles that are between 1 to 2 years old, such as the many rental vehicles that have been de-fleeted because of the massive disruption that the pandemic caused in the tourism industry.
Although there is still much uncertainty on the part of car-buyers (because nobody knows how long the economic downturn will continue, even post-lockdown, and job security remains low, Botha says), now is – paradoxically – a good time to buy a car, because of particularly low interest rates and massive sales incentives offered by dealers.
Do's and don'ts of reducing motoring costs
To conclude the first podcast in the The New Normal – in association with Absa– series, Knowler asked Mabasa and Botha to suggest ways in which car-buyers/owners could maintain mobility even if their means were notably affected. Is “buying down” always the best solution to reducing the costs of motoring? And what about the notion of handing back a car to the financial institution that financed it or swopping it for a cheaper model in a bid to reduce instalments?
Are there ways in which you could keep a car going reliably for longer to effectively delay its replacement? What kind of insurance options could you consider to protect yourself in case of unforeseen expenses (such as mechanical breakdowns), if you have a repayment shortfall – or sudden loss of income?
These questions all come up in the 15-minute discussion. Have a listen.
BMW has confirmed local pricing for the updated version of its sixth-generation M5.
The iconic BMW luxury performance car is now available to local customers in M5 Competition guise. Pricing is set at R2 202 960, which is a justifiable increase over the standard M5’s R2 099 000.
Differentiating the new F90 M5 are reshaped head- and taillamps, with the latest BMW L-shaped LED illumination. Bumpers are reshaped front and rear, whilst gloss black detailing. Cabin upgrades include an inched-up infotainment display, which now measures 12.3-inches, up from 10.25-inches.
The 4.4-litre twin-turbo V8 engine produces 460 kW and 750 Nm. As with all F90 M5s, the Competition is all-wheel-drive and capable of 0-100 kph in 3.3 seconds, with a top speed potential of 305 kph.
Although the powertrain is unchanged from the pre-upgrade car, the M5 Competition does allow for a completely disabled suite of driver assistance systems. This function is primarily targeted at owners who will use their M5 Competition for track day experiences, where the benefit of retuned dampers will come into their own.
New internals and valving profiles are part of the M5 Competition suspension upgrade. The car’s adaptive ride control sensors are also recalibrated to best integrate the new mechanical damping features, which were first seen on BMW’s M8 Competition Gran Coupe.
The improved suspension configuration also lowers the M5 Competition, compared to a conventional M5, by 7 mm. That might not sound like much, but with a car of the M5’s weight and wheelbase length, a small decrease in the centre of gravity equates to a substantial improvement in lateral agility.
BMW 5-Series Pricing in SA
BMW 520d Sedan – R932 350
BMW 530i Sedan – R934 501
BMW M550i Sedan – R1 427 339
BMW M5 – R2 099 000
BMW M5 Competition – R2 202 960
Porsche Taycan Turbo S Updated for 2021
Porsche has given its Taycan Turbo S an update. Here's what's new.
Given how quickly battery tech and software advances, it should come as no surprise that car manufacturers are rolling out updates faster than ever. First on the list of updates are more choice of colours, with eccentric names like Mahogany Metallic, Frozenberry Metallic, Cherry Metallic, Coffee Beige Metallic, Chalk, Neptune Blue and Ice Grey Metallic.
The 2021 Porsche Taycan features a new Plug & Charge function which allows for convenient charging negating the need for a card or an app. Essentially, the car talks to the charger and charging and payments happen automatically.
Porsche is also offering functions on demand, a head-up display as well as an onboard charger with a capacity of up to 22 kW. Adaptive air suspension will feature Smartlift capability in the future, which is clever as the car can be taught to raise its nose over speedbumps.
Performance fans will be delighted to hear the Turbo S is now even faster. With its launch control functionality, it bests its 0-200 kph time by 0.2 seconds, taking just 9.6 seconds to hit this figure. It also shaves a tenth of a second off its quartermile time, taking just 10.7 seconds to complete this distance.
Renault Duster TechRoad In SA (2020) Specs & Price
Renault has expanded its Duster SUV range in South Africa with the introduction of the Duster TechRoad. See what’s on offer below…
The Duster SUV has proven to be hugely popular in South Africa thanks to the combination of its rugged styling and practical interior. More than 21 000 Dusters have found a home in Mzansi since the model’s launch in 2013.
Now, Renault has introduced the Duster TechRoad to the South African market.
The Duster TechRoad can be identified by its 17-inch diamond-ct alloy wheels with blue caps, silver roof rails, front and rear skid plates and chrome trim seen on the grille. The new derivative also gains TechRoad badging, shiny black side mirrors and patterned stripping on the side doors.
The interior gains blue trim detailing seen on the seats as well as blue trim accents on the door grab handles and air vents. The central infotainment system provides integrated navigation as well as Apple CarPlay and Android Auto functionality. Automatic climate control air conditioning is standard as is cruise control with a speed limiter. The Duster TechRoad is also equipped with rear park distance control and hill start assist.
The Duster TechRoad is offered in conjunction with Renault’s 1.5-litre turbodiesel engine which offers 66 kW and 210 Nm of torque when equipped with a 5-speed manual transmission in 4×2 guise. If you opt for the EDC automatic, outputs increase to 80 kW and 250 Nm.
The Duster can also be had in 4×4 guise with the 1.5-litre turbodiesel engine tuned to deliver 80 kW but with 260 Nm of torque with a 5-speed manual transmission.
A naturally-aspirated 1.6-litre petrol engine with 84 kW and 156 Nm is also available as an entry-level offering.
Renault Duster (2020) Price in South Africa
Duster 1.6 Expression 4×2 – R278 900
Duster 1.5 dCi TechRoad 4×2 – R316 900
Duster 1.5 dCi TechRoad EDC 4×2 – R350 900
Duster 1.5 dCi Dynamique 4×4 – R350 900
Duster 1.5 dCi Prestige EDC 4×2 – R363 900
The Renault Duster is sold with a 5-year/150 000 km warranty, 3-year/45 000 km service and a 6-year anti-corrosion warranty.
The all-new Audi A6 executive-class sedan has finally arrived in South Africa and, while we were mostly impressed with the range's rapid S6 derivative, we were keen to sample the A6 40TDI, which represents the entry-point to the local A6 line-up – and, arguably, a better value-for-money proposition than its sibling. Does the A6 40TDI, in S Line guise, make a strong enough case for itself to warrant consideration?
The A6, in S Line guise, is elegant and stylish, especially with the larger Audi Sport alloy wheels that fill the wheel arches.
The all-new 8th-generation Audi A6, which was revealed in 2018, is now finally available in South Africa. It's the Ingolstadt-based firm’s answer to the BMW 5 Series, Mercedes-Benz E-Class and Volvo S90 and, apart from its lavishly-styled interior (which draws inspiration from the A7), it also boasts striking kerb appeal, especially in S Line guise… as seen here, finished in Glacier White. The look is further accentuated with attractive 20-inch Audi Sport alloy wheels (R34 500) and HD Matrix LED headlights (R37 800).
In fact, this A6 is a fine example of what can be achieved if you are willing to splurge on Audi’s extensive optional equipment. Is it all worth it though? Let’s take a closer look.
How it performs in terms of…
Interior execution and features
The interior design of the A6 is elegant and modern with dual touchscreens reducing the number of physical buttons in the cabin.
Audi’s approach to interior design is distinctively minimalist; electronic screens dominate the A6's cabin, yet the newcomer arguably blends luxury and tech better than its rivals. The sweeping dashboard, which incorporates gloss-black and aluminum inserts, exudes understated elegance – it is clean, uncluttered and brimming with premium appeal.
The new dual-screen setup (equipped with MMI Navigation Plus) is a major highlight. The upper 10.1-inch screen houses all the main media functions such as infotainment, telephony, navigation, apps etc. while the lower one mostly pertains to the climate control settings (it's also where you can adjust the head-up display). The infotainment system has haptic feedback and its layout is intuitive, but the screens have a tendency to attract finger prints, so it’s advisable to keep a soft cloth handy to wipe marks away.
The test unit was specified with Audi’s Comfort Package (R30 000), which includes 4-zone climate control (rear passengers are availed a dedicated digital control panel) and heated seats, which we found particularly cosy. Other notable optional extras include a panoramic sunroof (R22 050), a Bang & Olufsen premium 3D sound system (R15 660), 360-degree cameras (R12 210; they're useful in tight parking spaces), adaptive cruise control with swerve assist and turn assist (R23 070) and a head-up display (R25 130).
Audi's Virtual Cockpit is easily configured using the mounted buttons on the steering wheel.
Audi’s digital instrument cluster (Virtual Cockpit) further adds to the premium appeal of the cabin and the layout of the display can be easily reconfigured using the mounted controls on the leather-wrapped multifunction steering wheel. The perceived build quality is excellent; in fact, the A6's interior is difficult to fault in terms of fit and finish.
In terms of safety features, the A6 is equipped with no fewer than 6 airbags, ABS with EBD, brake assist and electronic stability control with traction control.
Practicality
There's more than sufficient space for rear passengers to get comfortable on those longer out-of-town journeys.
From a practicality perspective, rear passengers will enjoy ample space in terms of leg-, head- and shoulder room and the aforementioned rear climate control system allows passengers to individually adjust temperature and ventilation settings to their preference. A central armrest, which is equipped with 2 cupholders, adds further convenience.
You can also opt for the optional electrically-operated tailgate (R8 930), which provides access to a rather spacious boot that offers a claimed load capacity of 530 litres. Should you want to load longer items into the A6, the rear seats can split and fold in a 60:40 configuration, which is useful in this regard.
The A6's boot is wide and long, which provides useful space for loading luggage and other items.
The driver and front passenger have access to 2 cupholders, which are neatly located in the centre console and a (somewhat disappointingly shallow) central bin, which can be used to store valuables out of sight or to charge/connect your smartphone via a pair of USB ports. Audi has also availed slots for a SIM card and an SD card.
Overall, the A6 offers a suitably practical interior that is well-equipped to deliver pleasing levels of luxury and comfort for both the driver and passengers.
Performance and efficiency
Fuel efficiency is a major strength of this A6 40TDI, with a theoretical full-tank range of about 1 000 km!
Whereas a 2.9-litre twin-turbo V6 petrol engine does duty in the range-topping S6, the 2.0-litre turbodiesel engine under the bonnet of the 40TDI S Line (mated with a 7-speed speed dual-clutch transmission) is the entry-level engine in the A6 range. However, buyers can also opt for the more powerful 3.0-litre turbodiesel in the 45TDI quattro.
With peak outputs of 140 kW and 400 Nm, the 4-cylinder motor provides more than enough grunt to move the A6 along at a fair pace, but its performance is workmanlike – as opposed to spirited. Compared with its rivals from BMW and Mercedes-Benz, this A6 posts the slowest 0-to-100 kph sprint time of 8.4 seconds, but its strengths lie elsewhere…
The manner in which this engine performs is another highlight. The engine and transmission are a near-perfect match, resulting in a well-balanced driving experience. Engine noise is well-subdued and this A6 gathers its pace in a smooth and refined fashion; the transmission shifts almost imperceptibly. There’s enough shove to overtake comfortably on the highway too – you never really need to thrash the engine to get the most out of it; the 40TDI simply gets on with it.
If you want punchier performance, you can, of course, engage manual shifts using the mounted paddles on the steering wheel. Using the drive select button, you can switch between the Comfort, Auto and Sport modes, or, if you so choose, personalise the drivetrain and steering settings to your preference in Individual mode.
Moreover, this engine is particularly efficient. While Audi claims an average consumption of 5.2 L/100 km, we saw an indicated figure of 7.2 L/100 km and believe lower returns could be achieved if you drive with a measured approach. It also means that you could cross vast tracts of the earth on a single tank (the theoretical range is about 1 000 km).
Ride & handling
Despite featuring a sport suspension, ride quality in the A6 is admirable.
Over and above its refined powertrain, the 40TDI impressed with its supreme ride comfort. In S Line guise, the 40TDI is equipped with a "sports suspension", but despite its nomenclature, the damping was not as firm as we expected. If anything, the A6's suspension proved rather forgiving of poorer road surfaces. Overall, we were impressed with the high levels of ride comfort the 40TDI delivered, even when operated in its Sport drive mode. Poor surfaces fail to unsettle the ride and the A6 glides along effortlessly.
The steering is relatively sharp and well-weighted, which engenders confidence in the Audi's cornering ability. If you regularly cover long distances, the A6 would be a perfect companion. The ride quality may even be best-in-class, but we will have to reserve final judgement until we are able to test the A6 against its rivals in a back-to-back test.
Price and warranty
The Audi A6 40TDI S Line is priced from R919 500 and is sold with a 1-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
The A6 gets so much right and depending on your tastes, it's well worth considering.
There is so much to like about this A6 40TDI and, in S Line trim, it certainly looks the part. Equipped with the best in-car technology that Audi has to offer, the A6 is transformed into a classy tar-munching machine with all the comfort and entertainment features you could want from a car in this class, provided that you are prepared to pay for them…
Prospective buyers who want a heartier diesel engine may want to consider the A6 45 TDI quattro (it offers 183 kW and 600 Nm), but this 40 TDI derivative hardly lacks in terms of performance; it’s very much on par with its equivalent rivals. In fact, we think this A6 strikes a convincing balance between performance and fuel economy.
With a starting price of R919 500, the A6 40 TDI S Line undercuts rivalling products from BMW and Mercedes-Benz and is competitive in terms of its standard specification as well. You will, in all likelihood, be ticking off a few options and we advise that you do this with the utmost of care. Our test unit was heavily loaded with optional features that amounted to nearly R260 000 over and above the initial asking price, bringing the total price to almost R1 180 000.
Current trends indicate that buyers are increasingly favouring SUVs over sedans in the premium segment and the executive-class sedan market is, therefore, contracting in accordance with this shift in demand. Nonetheless, if you are in the market for an executive-class sedan, of which the well-balanced and eminently tasteful (if very understated) A6 is a shining example, then the 40TDI S Line is right up there with the best of them. You would be doing yourself a disservice by not having it on your shopping shortlist.
Volkswagen is putting the finishing touches on its Golf 8 family. We've seen most of range already, but this new Golf 8 R station wagon caught our photographer's eye.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.?
It's good to see the station wagon is not yet dead. BMW confirmed it would be making a Touring version of its soon-to-be-revealed M3 and it looks like Volkswagen will making an R version of its Golf 8 station wagon. Volkswagen has tried to hide its new Golf 8 R Variant in the Alltrack body, but we can see the blue brakes and quad exhausts – signs this is an R.
Volkswagen calls its station wagons Variant and much like the 8 R hatchback, will come to market with all-wheel drive, a quick-shifting dual-clutch gearbox as well as an enhanced version of the 2.0-litre turbocharged 4-cylinder motor. While official outputs are yet to be confirmed, some leaks have suggested as much as 245 kW of power will be on offer. Expect 0-100 kph in about 4.5 seconds.
Typically station wagons do not make their way to our market, as customers prefer SUVs or conventional hatchbacks, so it's unlikely the Volkswagen Golf 8 R Variant will be seen in South African showrooms.
There's no mistaking those big wheels, quad exhausts and blue brakes for anything other than an R
