Safari 911 meets Dakar 959 as legendary Porsche specialist Gemballa takes the 911 where it was never meant to go.
If a Cayenne Coupe Turbo is too tame for Porsche fans, they might soon have the option of something much wilder.
Legendary Porsche specialist, Gemballa, is planning a radical version of the 911 which might have particular appeal to South Africans wishing to explore gravel roads at supercar speeds.
The car in question will be a high-riding version of the Gemballa's Avalanche, adding a lot of ground clearance to Porsche’s 911 platform. Porschephiles will notice the design sketches based on a 991, instead of the current 992. Gemballa is confident that its Avalanche upgrade will be applicable to the current 911 too.
In typical Gemballa style, the overall design is outrageous, with enormous wings and air inlets, all of which justify their presence by virtue of some aerodynamic or cooling benefit.
Gemballa’s Avalanche 4×4 will also feature massive wheel arches to accommodate oversized off-road tyres. The company is not yet at liberty to explain how it will achieve the huge increase in ride height shown in these 911 Avalanche design sketches, but it will certainly involve custom fabricated suspension components.
Although Gemballa gas been coy about exact engineering details or the presence of specific off-road traction system, the Avalanche should feature an abundance of power. Gemballa’s modified version of Porsche’s 3.8-litre flat-six engine is twin-turbocharged and good for 609 kW, which would theoretically give this 911 Avalanche incredible performance, over any terrain.
Production is scheduled for the end of 2020. Those Porsche followers who believe the company’s coolest ever car was the 959 Dakar racer, could have their interest piqued by this Gemballa 911 Avalanche 4×4.
The facelifted Land Rover Discovery Sport has arrived in South Africa and we spent an extensive 2 days sampling the newcomer across a variety of terrains.
The Land Rover Discovery Sport is a 7-seater Executive SUV and a past #CarsAwards – powered by WesBank – Lifestyle SUV and Leisure Car category winner. Given how SUVs have dominated global sales charts, it's imperative that Land Rover keeps pace with its rivals and the British brand has duly released a substantially-updated version of its Discovery Sport.
What's changed & what's on offer?
The Land Rover Discovery Sport has been given a substantial update, both inside and out.
In South Africa, the new Land Rover Discovery Sport is available in either base- or, for those want something sportier, R-Dynamic, trim, the latter of which is offered in S, SE and HSE specifications. There are 2 engines in the launch line-up; Land Rover has dipped into its diverse powertrain inventory and installed the Ingenium 2.0-litre turbopetrol and -diesel powerplants in the updated range.
We only had the turbodiesel D180 units to sample on the launch and, given our prior experience with the petrol-engined Discovery Sport, the former is the one to have based on its superior fuel economy (Land Rover claims an average consumption figure of 5.8 L/100 km). The 2.0-litre turbodiesel delivers 132 kW and 430 Nm, while the petrol equivalent produces a more performance-orientated 184 kW and 365 Nm. All derivatives feature all-wheel drive, as well as a revised 9-speed automatic transmission. An uprated fuel tank of 65 litres has also been added,
The real changes are to be found under the newcomer's sheet metal, with a switch to a more modern platform (which also underpins the new Range Rover Evoque). This new architecture is stiffer and claimed to facilitate improvements in terms of noise- and vibration reduction, occupant comfort, as well as safety. Needless to say, the newcomer's appearance has been given a subtle update and we really like the new LED headlights, while the cabin gains some more luxury trim. There's a rejigging of the seating arrangements: the Discovery Sport is marketed as a 7-seater SUV, but its 3rd row of seats is optional. If so equipped, up to 24 seating combinations are available! As for the seats themselves, Land Rover says they're brand new; the 2nd row can be folded in a 40:20:40 configuration.
The cabin gains the latest infotainment system from JLR, while the clever rear-view mirror and digital dashboard are optional.
Meanwhile, the newcomer features the intuitive Touch Pro touchscreen infotainment system, which is Android Auto and Apple CarPlay compatible. The ClearSight rear-view mirror, which uses a rearward-facing camera located on the roof to provide a high-def video with a wide field of view, is particularly impressive. You have the option to turn it off, but given how much more detail it displays compared with a conventional mirror, it's a must-have. A wireless charging pad, 4G wifi hotspot, and plenty of USB power ports (to ensure devices remain charged) are other noteworthy features.
In true Land Rover tradition, the new model is just as capable as its predecessor in terms of off-road ability. It features a wading depth of 600 mm and a ground clearance of 212 mm. The vehicle features the 2nd-generation Active Driveline system, as well as Terrain Response 2. The new Discovery Sport is primarily front-wheel-driven, but if the vehicle detects a slippery road surface, its powertrain will automatically send power to the rear wheels and adjust the torque delivery to suit prevailing conditions. There are 4 offroad modes: Comfort, Sand, Grass/Gravel/Snow, Mud/Ruts.
The ClearSight rear-view mirror is a game-changing piece of technology.
What is it like to drive?
Land Rover South Africa really likes to show off its products' capabilities on new-vehicle launch events and we undertook a long road trip, the route of which comprised urban roads, national highway- as well as plenty of gravel driving. There was even a spot of off-roading, so that we could thoroughly put the newcomer through its paces… Our first impression of the Discovery Sport's open-road performance is that while the turbodiesel engine's outright power output may seem low, 400 Nm of torque is very useful, particularly when executing 80-120 kph overtaking manoeuvres. The 9-speed auto transmission does a great job of smoothly shifting cogs without interruption and while many would think 9 ratios are too many, you'll appreciate how quiet the car is when cruising in top gear.
When it comes to premium cars (with suitably premium price tags), buyers expect cabins that exude a feeling of luxury and offer refinement in abundance. In that regard, Land Rover has thoroughly fulfilled that requirement with the new Discovery Sport. We drove both an S and HSE and despite the price and spec difference, both derivatives make you feel like "you're in something expensive".
While it can go off-road and is a lot more capable than you think, the Disco Sport will usually be driven, at leisure, in the city.
Open-road refinement aside, the Discovery Sport handles with a feeling of solidity and sure-footedness, particularly when tarred roads turns into gravel routes. We comfortably traversed great swathes of loose dirt and soft sand at near the national speed limit and the Land Rover did not skip a beat. It was interesting to bring up the powertrain graphic on the infotainment system to watch the Landy's wheels and axles in action. On a notably tight corner, the all-wheel-drive system really proved its worth; the Discovery Sport mustered so much grip, the stability control didn't even need to intervene.
As the Discovery Sport is set up to favour of comfort over cornering, it's not as engaging to drive as, say, a BMW X3, but honestly, who wants to cane an Executive SUV around a mountain pass for fun? If you attempt that in the Land Rover, you feel it wallow and float about with body roll. It's a fair trade: this model's German rivals don't come with 7 seats and lack comparable off-road capability.
Ride quality is generally good, but be mindful of speccing the good-looking 21-inch alloys
Like its predecessor, the Discovery Sport offers a relaxed and refined ride quality, but be mindful when choosing your wheel size. The model is available with 21-inch alloys, which look great, but we'd suggest going a tad smaller (with a thicker tyre) to cope with the worst road imperfections. The big wheels contribute to a choppy ride at very slow speeds, but things improve as the pace increases.
We also had a brief chance to tackle some steep roads, riddled with ruts and loose stones, on a wine farm located near Riebeek-Kasteel. Traversing such a route with a luxury vehicle, even one with an off-road bent, is usually a daunting prospect, but the Discovery Sport's Terrain Response system cleverly juggled its power delivery across the Land Rover's axles to ensure that we didn't get stuck. Few people will want to take their brand-new shiny Disco Sports off-road, but it's reassuring to know the newcomer can actually perform like a pukka 4×4 vehicle.
Summary
It offers 7 seats and can go properly off-road – something its rivals can't do.
The updates to the Discovery Sport are substantial and make the Land Rover's Executive SUV an even stronger proposition than before. Its detractors may suggest the only reason the Discovery Sport exists is due to the fact that Land Rover doesn't want to lose customers who cannot afford the step up to a full-blown Discovery… Given its reasonable price tag (for what it is), the new model offers almost just as much luxury and comfort as its Discovery sibling; sure it doesn't have as much off-road technology, but that won't matter all that much to the Discovery Sport's target market.
Our advice to you is to spec your preferred derivative exceptionally carefully, as extra features (or option packages) can increase the asking price of your (already premium) vehicle considerably. That being said, you can't accuse Land Rover of offering minimal features on the new model; the revised Discovery Sport does come well specified from the get-go.
Should you buy one? If you want to make that bold statement that "you've made it" with a vehicle that can also transport your family in luxurious comfort, then you'd be hard-pressed to resist Land Rover's latest offering. Granted, the Discovery Sport's rivals are strong and numerous with the Audi Q5, BMW X3 and the Mercedes-Benz GLC, as well as the superb Volvo XC60, but the Land Rover differentiates itself by offering 7 seats as well as being remarkably capable when it comes to the off-road stuff. Roll on the group test!
Land Rover Discovery Sport Price in South Africa (March 2020)
All derivatives come standard with Care Plan, including a warranty and service plan valid for 5 years or 100 000 km, whichever comes first. Note the price includes VAT, but excludes the CO2 tax.
Volkswagen's ultra-niche, two-door T-Roc soft-top might look appealing to some but it sadly won't make it to South Africa.
Volkswagen's new T-Roc SUV is due to arrive in South Africa later this year (Q3) but its soft-top sibling won't be offered locally.
Nonetheless, let's dream for a second…
If you like wearing a really big hat whilst driving your Volkswagen crossover, the German brand has made your potential driving experience that much more appealing with its latest cabriolet.
Although the folding fabric roof vehicle market is contracting, in lieu of customers choosing crossovers instead of cabriolets, Volkswagen has managed to combine both with its new T-Roc Cabriolet.
It's apparent that Volkswagen designers have done an excellent job of transforming the T-Roc from a metal-to-fabric roof vehicle, while also making it a two-door.
Only available in front-wheel drive, the cabriolet configuration has added 40mm of length compared with the T-Roc SUV. Volkswagen claims that it is a true four-seater cabriolet and although it only has two doors, there is a nod to practicality with ski-hatch load tunnel which opens through to the cabin when the rear seats are folded down.
The fabric roof takes 9 seconds to open and close but space in the load bay is compromised.
For the T-Roc Cabriolet, Volkswagen is releasing 2 exterior design packages, with the Style version being a touch subtler: featuring 17-inch wheels and dark plastic body cladding. Upgrade the T-Roc Cabriolet to R-Line trim and it looks more the part of a compact summer status car: rolling 19-inch wheels and featuring more body coded exterior finishes.
Powering the T-Roc cabriolet will be Volkswagen's 1- and 1.5-litre turbocharged petrol engines. The smaller triple produces 85kW and 200Nm, whilst the larger four-cylinder engine is good for 110kW and 250Nm. 6-speed manual gearboxes are standard, with an option to upgrade to the convenience of a seven-speed dual-clutch.
How clever is the roof mechanism? Well, Volkswagen claims that it can open or close at speeds of up to 30kph and should take no longer than 9 seconds to retract – which is impressive.
The image appeal of VW’s crossover cabriolet does come at a sacrifice to the T-Roc luggage capacity. Whereas a five-door, metal roof T-Roc can carry 445-litres of gear in the back, the cabriolet’s capacity is reduced to 280-litres.
We finally get our first taste of Lamborghini's new super-SUV – the Urus – on local soil… Does it live up to the brand's near-mythical status?
The automotive world had a nightmarish 2019, but Lamborghini sold 8 205 vehicles last year, which is a whopping 43% increase over the St'Agata-based firm's 2018 sales total. So, how exactly did the Italian company manage that? The answer is very simple: the Urus (the brand's new super-SUV) accounted for than 5 000 of those 8 205 sales. But is this cause for celebration – or concern? Is Lamborghini at risk of losing that extra-special appeal that makes it uniquely hardcore, even among other supercar makers? We sampled the Urus on local roads to find out…
Fast Facts
Price: R3 495 000 (March 2020, no options)
Engine: 4.0-litre V8 twin-turbo
Gearbox: 8-speed automatic
Fuel economy: 12.3 L/100 km (claimed)
Power/Torque: 478 kW/850 Nm
Performance: 0-100 kph in 3.6 sec (claimed)
I've experienced this moment before. It was in early 2004. I had just been given the keys to the 1st-generation Porsche Cayenne. The arrival of the Zuffenhausen-based firm's premium SUV had been widely criticised; even the most ardent Porsche enthusiasts viewed the newcomer with acute scepticism. It seemed everyone was having a good, fat moan about it. To be honest, I too expected the Cayenne would be like any contemporary SUV in its segment… that it would lack that special Porsche DNA.
It took just one jaunt on Cape Town's De Waal drive at the 'wheel of that Cayenne for me to be well and truly won over. How was this possible? This awkward-looking behemoth handled and steered with uncanny precision. From that moment on, I've always had a soft spot for Porsche's SUV, and the fact that it essentially bank-rolled the marque into the powerhouse that it is today had precious little to do with it. The Cayenne was just plain good to drive, against all expectations and, importantly, Porsche-like where it needed to be – from the start, and increasingly so in later generations.
As in other Lamborghinis (and fighter jets) you have to flick open the red lid to press the starter button.
Roll on 16 years, and I'm faced with a similar situation as I slip onto the firmly-bolstered driver's seat of a dark metallic grey Lamborghini Urus. I'm really hoping that it will live up to the reputation of its revered manufacturer, because it's a brand I've always held in high esteem. I admire the marque's hard-edged, uncompromising approach to things in a world that's become so "bubble-wrapped".
First indications are positive. Although some of the switchgear is obviously sourced from the VW Group parts bin, there's enough Lamborghini style in here to make just sitting in a Urus an occasion. There's also an awful (or wonderful, depending on your point of view) lot of Italian wording to get used to. What would typically be called something like "Drive Select" is called "Tambura" in the Urus and instead of "Normal", "Sport" and "Sport+" you get "Strada", "Sport" and "Corsa". Tick some option boxes and you also get off-road (Terra) modes, including "Neve" (Snow) and "Sabbia" (Sand).
The dramatic interior is spacious (even in the rear), and though the seats are firm, they proved to be comfortable on our long-distance test drive.
There's also that cool red cap over the starter button that has to be flicked open – fighter-jet style – before the Urus can be thumbed into action. It fires up with a nice rorty crackle. I pull back on the right steering-mounted shift paddle to engage drive and we duly edge our way out of the Lamborghini showroom in Cape Town with nervous excitement. The first 2 ratios of the 8-speed 'box are short, so even in the default Strada drive mode, the Urus feels eager to respond to throttle inputs.
The ride quality feels firm, possibly too firm, at low speeds. I suspect this can be attributed to the Urus' massive wheels, shod with suitably low-profile rubber… 21-inch wheels are standard but our test unit featured colossal 22-inch items. If you want, you can also have 23-inch wheels. As speeds rise, however, the adaptive air suspension (with electromechanical roll-stabilisation) gains a more supple character and as we were to find out later, the Urus is a very effective high-speed, cross-continent cruiser, whatever the road surface might be like (we didn't venture off-road, however).
'Explodes into action with an almighty roar'
It's been a while since I've driven a Lamborghini, but the directness and weighting of the steering feel vaguely familiar, as does the eagerness of the drivetrain. The Urus is powered by a twin-turbocharged 4.0-litre V8 that delivers a whopping 478 kW and 850 Nm of torque, the latter figure being on tap constantly from 2 250 to 4 500 rpm. It's mighty… this bull.
The 2.2-tonne Urus can effortlessly blast to from standstill to 100 kph in 3.6 seconds, 200 kph arrives in 12.8 seconds and the top speed is 305 kph. But those astounding numbers alone don't tell the full story. While always responsive to throttle inputs, even in "normal" Strada mode, the Urus explodes into action with an almighty roar when you stomp on its accelerator pedal. That level of ferocity is bound to leave first-time Urus drivers somewhat breathless and bewildered (like I was). This. Should. Not. Be. Possible.
Mean machine. Dramatic looks are backed up by a driving experience to match.
There's no fancy dual-clutch transmission in the Urus, just a torque-converter 8-speed 'box, but it does a very good job. Its shifts are calibrated to ensure strong acceleration from rest, as well as efficient cruising at higher speeds. Lamborghini claims a combined cycle consumption figure of 12.3L/100 km which, during our test, was never on the cards. We were simply having too much fun!
Happily, our test drive route included some mountain passes. One wouldn't think that a tight and twisty ribbon of tarmac would be the ideal playground for a heavy, large SUV. But as the Cayenne proved many years ago, engineers are nothing if not resourceful. Torque is split 40/60 front-to-rear as standard, but the Urus can shift up to 70% of its torque to the front, or up to 87% to the rear, depending on the situation. Another feature is active torque-vectoring via a rear limited-slip differential, and in Sport or Corsa modes, the Urus adopts a more "oversteery" handling nature.
And then there's rear-wheel steering, adopted from the Aventador S hypercar. At low speeds, the rear-axle steering angle is opposite to that of the front wheels, which effectively shortens the wheelbase by up to 600 mm, with the main benefit being a smaller turning circle. At higher speeds, the rear-axle steering angle is in the same direction as the front wheels, which results, Lamborghini says, in improved stability and ride comfort as well as "optimum" driving dynamics.
Large facia instrumentation display changes layout depending on the drive mode selected.
It works. Well, don't get me wrong… you can't expect the Urus to deliver Aventador or Huracan-like theatrics, but the Urus corners with the kind of poise and agility that a vehicle weighing this much should simply not be able to muster. To be fair, it's not a vehicle that ever feels particularly keen to slide at the rear, and even in Corsa mode a degree of body roll remains, but the Urus just has so much grip and, as a result, cornering speeds are high and the ability to rocket out of bends impressive, to say the least. And unlike many fast SUVs, the Urus is fun to drive fast – the precision and speed of the transmission play a big role in that, as do the weighting of the steering and the motor's wicked soundtrack. There just isn't another sports-SUV that feels like this. It's as simple as that.
Verdict
As ever, there are many options to choose from, but even as standard the Urus's cabin delivers a real sense of occasion.
Like the Cayenne did many years ago, the Urus has rewritten the sports-SUV rulebook. At the same time, it is helping to fund the development of future, more traditional sports machines from the Lamborghini stable. It remains to be seen what the upcoming Audi RS Q8 will cost, and how close it will come in matching the Urus for driving and emotional appeal, but for now we rate the Urus as actually attractively priced (for a Lambo) at R3 495 000, particularly because its healthy dose of emotional, irrational, typically hardcore Lamborghini appeal is matched by its real-world abilities.
Mercedes-Benz has finally shown its electrified van.
Perhaps the Mercedes-Benz range of vehicles most suited to electrification, are the brand's vans – and there is now a Vito with battery power.
This new eVito features some very impressive numbers. It is powered by a 150 kW electric motor which produces 362 Nm. Those numbers compare favourably with the Vito range’s internal combustion engines.
Clever packaging of the battery pack, electric motor and drivetrain mean that there have been no cabin architecture compromises. All the eVito’s battery, power- and drivetrain bits are accommodated at the front of the van, under its bonnet.
Although peak electric motor outputs aren’t immense, the eVito does have a very large battery pack, comparable in size to that of many Teslas or Porsche’s Taycan. Supplying energy for the eATS electric drivetrain is a 90 kWh battery pack, which is about the largest lithium-ion energy source available for passenger cars.
Range trumps power
Mercedes-Benz’s engineers have decided to limit power output to increase range. With 362 Nm the eVito has enough overtaking acceleration and hauling force, even if it is loaded with a full complement of passengers.
By not attempting to chase radical power outputs, Mercedes-Benz has the confidence of marketing eVito with a promised range of 420 km on a single charge. That is impressive for a large battery-powered van.
Top speed is limited to 140 kph (to conserve range) and recharging from a high output source, should equate to 80% of battery capacity in 45 minutes.
Mercedes-Benz has also equipped the eVito with new safety features. These include automated emergency braking and Distronic adaptive cruise control. A curious detail of the eVito is that for all its advanced powertrain specification, the instrument binnacle is still served by analogue dials.
Hyundai is preparing to reveal an all-new, 7th generation Elantra on 17 March 2020 and the firm has dropped a few teaser images and a short video to whet your appetite.
Based on the teaser images you see here, the new Elantra’s design has become slick and edgy with a coupe-like silhouette and some eye-catching angular body lines. Hyundai calls it a sporty-four-door coupe and says it stands longer, lower and wider than the outgoing Elantra.
‘Parametric Dynamics’ is the term used to describe the new Elantra’s design language but perhaps the most intriguing styling feature will be its grille, which is briefly teased in the video below. It’s certainly bold but we will have to reserve full judgement until we see the new Elantra in full.
The new Elantra's interior is expected to be radically different from the outgoing version.
As for the interior, it looks slick, stylish and minimalist with very few buttons seen. Hyundai calls it an ‘Immersive Cocoon’. It appears most of the Elantra’s functions will be accessed via a large touchscreen which transitions nicely into the instrument cluster screen. Again, however, we are cautiously optimistic and we will have to wait and see how the production Elantra squares up to these teasers.
Powertrain details for the new Elantra are scarce but we hope that Hyundai matches the new sporty look with a suitable powertrain that will do the product justice. It’s worth noting that the current Elantra Turbo Elite Sport employs a 1.6-litre turbocharged engine with 150 kW and 265 Nm and is equipped with a 7-speed dual-clutch automatic transmission.
Thankfully, we won’t have to wait too long for official details as the new Elantra will be revealed in Hollywood on 17 March 2020. Stay tuned!
The new, all-electric Fiat 500 is claimed to be the world’s first “open-air 4-seater with zero emissions” and offers myriad charging solutions, a highly-connected interior and a uniquely Italian chime. Fiat enlisted 3 designer brands, as well as none other than Leonardo DiCaprio, to get behind its newcomer.
Although its predecessor remains in production, the New 500 is exclusively an EV, based on a brand new electric platform.
1. It has a 320-km range
The 500 EV, also known as New 500, will be produced at Fiat’s re-tooled Mirafiori plant. It is powered by an 87-kW electric motor combined with a 42-kWh lithium-ion battery.
The Italian firm claims the new model can travel up to 320 km on a full charge (under the WLTP efficiency test), accelerate from 0-50 kph in 3.1 seconds, from 0-100 kph in 9 seconds and achieve an electronically limited top speed of 150 kph.
Fiat wanted to ensure it would be the first brand to offer an open-topped small electric car, that's why the newcomer's a cabriolet.
2. Socket to me: Charging options
With its standard 85-kW DC charger, the 500 EV can be recharged from flat to 80 per cent of its capacity in 35 minutes, plus it only takes 5 minutes to build up a charge to travel 50 km.
The model also comes with an Easy Wallbox home-charging system, which can be connected to a normal power outlet. The “plug-and-charge” 2.3-kW solution (manageable via Bluetooth) can be upgraded to a 7.4 kW capacity, which can charge the car fully in just over 6 hours.
This La Prima (launch) version is finished in Celestial Blue; the New 500 will compete with the Mini Electric and Honda e.
3. Looks similar, but it’s bigger
The 500 EV might look remarkably similar to its predecessor (which still remains in production), but it is 60 mm wider and 60 mm longer than the current car. The wheelbase has grown by 20 mm as well, yet the overall length of the “New 500” remains under 4 metres.
4. Sherpa drive mode
The New 500 has 3 driving modes: Normal (which mimics the on-road behaviour of a conventional-engined car), Range (which maximises regenerative braking and facilitates a 1-pedal driving style) and Sherpa, which works to conserve range to ensure that the car can reach either the destination set on the nav system… or the nearest charging station.
Just like a Himalayan Sherpa, who guides travellers to their destination, Sherpa mode adjusts various parameters: maximum speed (limited to 80 kph), accelerator response (to reduce energy consumption), plus deactivates the climate control and the seat-heating systems.
The front part of the 500's cabin looks quite spacious now that a transmission tunnel is no longer required.
5. Optimised connectivity
As the first Fiat equipped with the new UConnect 5 (10.25-inch) touchscreen infotainment system, the New 500 offers a host of functions through its customisable Android Auto-powered interface, plus its Telematic Box Module supports several connectivity services.
It goes well beyond (wireless) Apple Carplay/Android Auto compatibility, however. The Fiat’s Natural Language recognition system allows occupants to control several of the in-car functions through voice commands, while My Wi-Fi offers an internet hotspot for up to 8 electronic devices and, of course, supports, Amazon Alexa voice assistant technology.
New 500 is the most-connected Fiat model ever in terms of onboard infotainment functions and smartphone integration.
With My Remote, drivers can check the status of their 500 (including its battery charging level) from their smartphones; schedule vehicle charging; find the exact location of the car; lock and unlock the doors; turn the lights on and off and program the climate control.
You can pre-programme destinations in the car's navigation system via an app (as well as check traffic conditions, the weather along the way and, importantly, the locations of speed cameras. You can also view charging points located near you by graphically locating on the map the points that can be reached based on the New 500’s given level of battery charge.
The newcomer comes equipped with a number of high-end safety features, including intelligent adaptive cruise control.
6. Level 2 Autonomy
Fiat’s newcomer is claimed to be the first car in its segment to offer level-2 autonomous driving technology. Features include a front-facing camera, which works in conjunction with intelligent adaptive cruise control and supports autonomous emergency braking; lane-keeping assist; speed-limit road sign recognition; blind-spot monitoring and Attention Assist.
Meanwhile, 360-degree sensors help you to avoid obstacles when parking, the headlamps are automatically activated (with high-beam assist) and the parking brake is electrically operated.
7. La Prima launch edition
The “la Prima” launch edition of the New 500 is available in 3 colours: Mineral Grey (metallic), “reminiscent of the earth”, Ocean Green (pearlescent), which “represents the sea” and Celestial Blue, an “a homage to the sky”. It comes with equipped as standard with LED headlights, eco-leather upholstery, the aforementioned UConnect 5 infotainment system, a wireless charging pad, 17-inch alloys, chrome-plated inserts on the windows and side panels, as well the undeniably distinctive Fiat-logo embroidered Monogram Soft Top.
The one-off B.500 Mai Troppo version of the New 500 has, inter alia, a fascia inspired by heritage Bvlgari silk scarves.
8. DiCaprio! Armani! Bulgari! Kartell!
Oscar-winner Leonardo DiCaprio is well-known for this environmental advocacy and has, for over 20 years, been committed to combating climate change. Fiat says DiCaprio “embraced the philosophy of the New 500 and wanted to offer his endorsement for Fiat's mission”. As such, he appears in the multi-part “All-in” video campaign for the La Prima launch edition in Europe.
But the star power does not stop there… Fiat worked with Armani, Bvlgari and Kartell to produce the first 3 unique and special examples of the New 500, each of which will be sold at auction, the proceeds of which will go to one of DiCaprio's environmental organisations.
Olivier Francois, president of the Fiat brand, gives a tour of the 3 designer "masterpieces"…
9. You can hear Italy coming…
One of the drawbacks of EV-powered cars is that unsighted pedestrians have difficulty hearing them, which is why it is mandatory for EVs to have an acoustic vehicle alert system (that operates at up to 20 kph). Whereas most EV manufacturers have chosen to equip their EVs with spacey, electronic whine-like acoustic “chimes”, the “melody” that the Fiat 500 emits is programmable, much like a smartphone’s ringtone. The sample that Fiat chose for its newcomer is from Amarcord by Nino Rota. If that isn’t sheer dolce vita, what is?
Click below to hear the sound that the New 500 makes at low speed (compared with other EVs):
10. And what if you need another vehicle?
In recognition that an EV is not a multi-purpose car and that its owner will occasionally require a vehicle to use for recreation or make long-distance road trips with extra passengers on board, Fiat offers “My Dream Garage” – a new mobility service designed by FCA and Leasys, a leasing- and mobility company, exclusively for customers for the New 500.
It’s a new subscription service that offers the electric 500’s owner the option of booking any of the FCA Group cars “on-demand”. That means customers can, from time to time, loan a vehicle they need to suit their needs: a 500X or 500L, an Alfa Romeo model such as the Giulia or Stelvio, or even an SUV such as the Jeep Wrangler, Compass or Renegade.
Tesla reaches critical mass as it becomes the first electric car maker to breach 1 million production vehicles manufactured.
The world’s most disruptive and advanced car company has achieved a new mark of distinction.
After eight years of independent production, Tesla has now built its millionth electric vehicle. The Californian car company has proved analysts, critics and legacy car company executives wrong by forging its own path to success. Tesla’s millionth production vehicle was a bright red Model Y, which rolled off the production line this week.
Although Tesla started with the Roadster 12 years ago, those sportscars were built on contact by a variety of partners which included Lotus and Borg-Warner. Tesla’s first true production car was the Model S, launched in 2012.
The company now markets a much broader portfolio of passenger car vehicles and is soon to add a fourth model, the Tesla Model Y crossover, which was symbolically its millionth vehicle.
Demand remains strong in most of the valuable global markets Tesla targeted and the company is expanding its production capabilities beyond the original facility in California.
Despite issues with Coronavirus in China, Tesla’s newly commissioned factory in Shanghai should provide a huge productivity boost in the world’s most important electric vehicle market. An indication of Tesla’s potential in China is that it sold a third of all domestic volume in the world’s most populous country during February, regardless of the Coronavirus issues.
Tesla also has a European production plant being built in Berlin. With all three of these global production facilities running in harmony, Tesla should be able to cut its delivery timetables, which has been one weakness of the company, as demand has overwhelmed supply.
The advent of its millionth production car also qualifies Tesla as the most successful battery vehicle manufacturer in history. Although the current oil price collapse might appease internal combustion product managers, Tesla has probably crossed a vital threshold in terms of scale, to survive a brief period of much lower petrol and diesel prices.
A new Toyota Corolla sedan has arrived in South Africa! Take a look at specification and pricing below…
The Toyota Corolla is a household name in South Africa and it has proven to be hugely popular on local soil over the years. Toyota has now introduced a new 12-generation Corolla in South Africa.
Key features
The success of the Corolla is set to continue in South Africa with the introduction of this latest model.
Built on Toyota’s New Global Architecture (TNGA) platform, the new Corolla is claimed to offer improved driving dynamics and ride comfort while also offering a host of driver-assistance features and the new infotainment system with Apple CarPlay and Android Auto functionality. Ride comfort and handling has been improved with a new double-wishbone rear suspension.
The new Toyota Corolla is offered in 2 trim grades including the mid-spec Corolla XS and the range-topping Corolla XR.
The XS trim grade includes features such as LED headlights, push-start, cruise control, automatic climate control, a reverse camera, multi-information display, steering wheel controls with voice control and the aforementioned Apple CarPlay and Android Auto functionality. In terms of safety, a total of 7 airbags are fitted as well as an electronic parking brake, Hill Assist Control and Vehicle Stability Control.
The top-spec Corolla XR gains features such as Bi-LED headlights with automatic high-beam, smart entry, two-tone 18-inch alloy wheels, electro-chromatic rear-view mirror, combination leather upholstery, paddle shifters (CVT only) and Toyota’s Safety Sense System which includes Pre-Crash activation, Blind Spot Monitor, Adaptive All-Speed Cruise Control and Lane Departure Alert.
Engine Choice
The Corolla XS is powered by a 104 kW / 171 Nm 1.8-litre naturally-aspirated petrol engine which is mated with a CVT, while the XR derivative is fitted with a new 2.0-litre petrol engine which offers 125 kW and 200 Nm, some 22 kW and 27 Nm more than its predecessor. This engine can be had with a 6-speed manual transmission or a 10-step CVT. The CVT variants carry a fuel consumption claim of 6.0 L/100km while the manual Corolla claims 6.5 L/100km.
Toyota Corolla – Price in South Africa
Corolla 1.8 XS CVT – R380 200
Corolla 2.0 XR manual – R420 500
Corolla 2.0 XR CVT – R433 700
The new Toyota Corolla is sold with a 3-year/100 000 km warranty and a 6-service/90 000 km service plan.
The Renault Kwid has received a mild update and features a number of detail upgrades, as well as improved specification. However, more than 3 years since its local introduction, which was not without controversy (we might add), does the Indian-built budget car still represent a good-value proposition to buyers looking for their first "new, out-of-box" car?
We like: Cute looks, generous standard spec, useful ground clearance
We don't like: Questionable safety record, underpowered when loaded with people, easily unsettled by strong winds
Fast Facts
Price: R164 900 (March 2020, no options)
Engine: 1.0-litre 3-cylinder naturally-aspirated petrol
Some Renault dealers regularly offer specials: Have look here.
Where does it fit in?
The baby SUV looks are apparent in the new-look Kwid. Daytime running lights are a fresh and modern touch.
When the Kwid landed in South Africa towards the end of 2016, it represented great value for money. Yes, if felt cheaply-made and its driving manners left a lot to be desired, but for R119 900, you could get a brand new Kwid equipped with an array of modern convenience features, plus it came with a year's free insurance. Its arrival also stirred up a fair degree of controversy (in the motoring- and general media), because the (then) newcomer lacked ABS and airbags. When the Kwid was first crash-tested by Global NCAP in 2016, it received a 0-star adult occupant safety rating. When the organisation tested the Renault again (after it had been equipped with a driver's airbag), it received a 1-star rating.
Fast forward to 2020 and we again find ourselves behind the 'wheel of the Renault Kwid, tested here in updated and range-topping Climber guise. Pricing for the upgraded range starts from R144 900 and goes up all the way to R174 900 for the most expensive version, the Climber Auto. To Renault's credit, the Kwid's standard safety specification has been increased across the board: all derivatives now feature anti-lock brakes (ABS) and 2 front airbags.
The cabin of the Kwid Climber is basic. Materials feel cheap but reasonably durable.
In Climber guise, the Kwid features some visual upgrades, the most noticeable of which is the orange exterior detailing, which looks striking in combination with the blue paintwork. Kudos are due to Renault's designers here: the Kwid looks fresh and modern, mainly thanks to the narrow LED daytime running lights. Another notable change is the upgrade from a 13- to 14-inch alloy wheels – the larger tyres should facilitate better road holding by virtue of their bigger contact patches on the road. Renault claims there are some changes to the handling, but more on that later. In terms of luggage space, the Kwid offers 279 to 620 litres, the latter figure is claimed for when the rear bench is folded down.
The semi-digital dashboard of the new Renault Kwid Climber
The Kwid's cabin is a "mixed bag": the Climber's trims and upholstery are brightly accented and the vents, plus heating-, ventilation and aircon knobs, have chrome-look finishes. However, the position of the driver's seat is unnaturally high by default (in keeping with the crossover vibe, we guess), which doesn't suit tall front occupants. Plus, the steering column is not adjustable (not even for rake), which means not everyone will be able to find their ideal driving position.
At the same time, the Kwid comes equipped with a generous array of standard features – some of the tech in this Climber isn't standard in cars costing double the price! A reverse-view camera and touchscreen infotainment system with Apple CarPlay/Android Auto compatibility are real nice-to-haves, plus there are electric windows all round and one of the most potent air conditioners we've encountered in this segment. The analogue dashboard has been replaced by a semi-digital setup; its layout looks a little strange the first few times you see it. One annoyance was the fuel icon, which stays on permanently irrespective of whether the Kwid's tank is full or not. When you do run low, it starts flashing.
Performance & Efficiency
The 5-speed manual gearbox is not the slickest of operators, which is annoying as you'll need to work the 'box often.
Speaking of fuel, the Renault Kwid boasts a tiny 28-litre fuel tank, which, in our opinion, is a tad too small. The French car's rivals, by comparison, offer tank capacities of 30 to 35 litres. The small tank size should usually not be too big of a concern for the purposes of pottering around town, however, and it turns out the Kwid's pretty frugal: it had an indicated average fuel consumption of 5.9 L/100 km over the 2-week test period.
Now, if you've checked the brochure, you'll see the French carmaker claims an average consumption of 4.7 L/100 km for this derivative, which we think is a tad optimistic. We will attribute our heavier-than-expected fuel economy to the plucky Renault being obligated to punch its way through the notorious Cape South Easter during its tenure, as well as having additional passengers on board on more than one occasion.
We hope you like orange! The Kwid Climber comes with a plethora of orange-coloured accents, both on the seats and interior trims.
The Kwid is powered by a 1.0-litre naturally-aspirated 3-cylinder petrol engine that produces 50 kW and 91 Nm. Those outputs really don't sound like much, but when you factor in the Kwid's low kerb weight of 758 kg, the French car doesn't actually need all that much grunt to get up to 60 kph.
Things go awry when you add passengers into the mix, however. The Kwid performs adequately (at best) when it has just the driver on board, but the car really struggles when it needs to transport 4 adults, let alone their baggage. As a result, you need to work the gearbox extensively to achieve any credible forward momentum; climbing steep hills when fully laden is a laborious affair for the Renault. Also, you'd imagine its gearbox would be light and easy to use – after all, it's a city car. Alas, it isn't. It is a quirky little shifter with an odd clutch that bites in the strangest of positions. It was a challenge to drive the Kwid smoothly in traffic, but we suppose matters would improve with proper familiarisation.
Ride & Handling
The Renault Kwid's wheels have been upgraded from 13-inch to 14-inch units. High profile tyres help soak up the road imperfections.
Remember when we mentioned the pre-facelift Kwid's uninspired/iffy road manners earlier in the review? Well, Renault claims its budget car's ride and handling have been improved through the introduction of a new rear axle. Can you feel the difference, though? We'd say no – besides, we'd have to drive the newcomer and the previous-gen model back to back to feel the difference, if there is any. Despite the supposed handling upgrade, the Kwid continues to feel unwieldy and even nervous on the road. Its body style/shape means it has a higher centre of gravity and body-roll is plentiful. Apart from the steering wheel being non-adjustable, the tiller doesn't offer much in the way of feel or directness. You'll be working the 'wheel constantly to try to keep the Kwid in a straight line, it struggles to track straight and true. It does boast a useful ground clearance of 180 mm, which is handy for climbing pavements or traversing potholes…
We discovered the Renault's Achilles' Heel one particularly blustery afternoon when the South Easter (an infamous wind in the Western Cape) was gusting severely. It was blatantly noticeable how the Kwid battled when it drove into a headwind; when you're behind the wheel of a low-powered car with the aerodynamic properties of a shoebox (not technically, but you get our point) forward momentum is a challenge. Things got worse when the wind gusted in from the side. It's very alarming when the Kwid gets buffeted laterally and it's draining to maintain the car's stability. Interestingly, things improved when there were passengers in the car, their extra weight seemed to help keep the Kwid planted.
The Renault Kwid is more baby SUV than city hatchback.
Price and Warranty (March 2020)
The Renault Kwid range starts from R144 900, with this Kwid Climber manual retailing for R164 900. The vehicle comes with a 5-year/150 000 km warranty, 2-year/30 000 km warranty and 1 year's insurance included.
Verdict
The Renault Kwid has improved somewhat, but the arrival of the new Hyundai Atos makes competition at this price-point tight.
With every new iteration, the Kwid improves incrementally. The first derivatives were crude, but at R119 900, cheap and cheerful, especially with a year's free insurance as part of the deal. For those who'd otherwise rely on lifts, public transport or driving an unsafe or unreliable clunker, the Kwid offered the prospect of attainable new-car ownership. The revised, better-specced model again offers good value (also with 1 year's insurance included), but at R165k (for the Climber derivative) the competition is tight. The decision to add 2 airbags and ABS across the range ups the safety ante, but until we see a more recent crash-test report, the jury's still out on the Kwid's structural integrity.
Should you seriously consider Renault's newcomer? The Kwid's positives barely outweigh the negatives, especially if you need to do the A-B shuffle over short distances – the lack of a strong crash structure is a big red flag for us. Also, the Climber's driving dynamics are a tad alarming, especially at the national speed limit. Factor in a crosswind at 120 kph and the vehicle's relative light mass makes it susceptible to lateral movements, which can be very disconcerting.
Because of this, we were reluctant to drive the Kwid faster than at 90 kph in windy conditions. In the confines of the urban scenario where speeds don't go into 3 digits, we really enjoyed the diminutive Renault's generous specification, but the package is let down by a rough engine, poor dynamics and an awkward driver's position. If you want a brand-new budget car (as opposed to trawling for low-mileage demo cars), then we'd heartily suggest the new Hyundai Atos, which offers a smoother engine, more overall refinement and Hyundai's 7-year warranty. It's all very well to offer a cheap car for the masses, but Hyundai manages to make its little Atos feel more upmarket for a lower price than this Kwid.
