BMW’s forthcoming luxury electric SUV has been doing some hot-weather testing SA.
We often see spy photographs of prototypes testing in the snow and now, in the case of BMW’s forthcoming electric SUV, which will be called the iX5, a prototype has been photographed doing some hot weather testing in the Kalahari desert.
South Africa is an ideal location for car manufacturers to put prototypes through their paces in excessive heat and challenging terrain. Testing in various harsh environments is necessary to ensure that any technical or material faults can be rectified before the model goes into full-blown production. Heat testing is also useful to see how interior material, electric componentry, and suspension systems cope in extreme conditions. The Kalahari is a dusty place and it’s an ideal place to make sure that various seals (doors,boot lid, bonnet etc.) work effectively to keep dust from entering the cabin.
The BMW iX5 is due to go into production in 2021 at BMW’s Dingolfing plant in Germany and will be underpinned by BMW’s 5th generation eDrive technology. Technical details have yet to be revealed but up to 600 km range is expected and the iX5 will offer brisk acceleration with a projected zero to 100 kph of around 4 seconds on the cards.
The iX5 will also showcase the latest technology to come from BMW and you can expect advanced driver assistance systems to feature as well as sophisticated automated driving technology.
As always, we will keep you updated as more details become available.
Retro Comparison: Volkswagen Golf VR6 vs Opel Kadett 200t S
We head to Midvaal Raceway to drive two hot hatch icons of the '90s. Coming from old foes Volkswagen and Opel, you'd expect these 2 machines to be quite similar, but they're not…?
Things were tough in the early '90s for hot hatch enthusiasts in South Africa. The iconic Opel Superboss had just passed on, and Volkswagen replaced its highly acclaimed Mk2 GTI with a real let-down, a Mk3 car that could only muster 85 kW from its 8-valve engine and take a leisurely stroll to 100 kph in… 11.4 seconds. This was simply not acceptable for a car wearing the GTI badge. Something had to be done.
Over in the Opel camp, things didn't look much better. Delta Motor Corporation (the then custodians of the brand), had just spent the best part of a decade rebuilding the marque on South Africa's racing circuits and built a loyal, hardcore following.
But in Europe the trend was towards more eco-friendly, efficient cars, loaded with big car luxuries and safety features. And so the new Kadett/Astra line-up lacked an obvious replacement for the iconic Supie… What to do…?
Volkswagen goes V6
Volkswagen arguably had the easier fix – you see, a high-torque V6 engine was part of the Golf III project plan from the start. It would be a new flagship, one that could even take the battle to the likes of the BMW 3 Series and other premium contenders.
The engine itself was quite something, with both cylinder banks using a common cylinder head, and a single overhead camshaft per bank actuating the 12 valves through bucket tappets. The engine features a long stroke (typical for VW engines) and to keep the engine compact, the cylinders are mounted high-up and very long con-rods are used.
The result? Well 128 kW and 235 Nm of torque doesn't sound like much these days, but the VR6 performed well, with a top speed of 225 kph and a 0-100 kph time of just under 8 seconds, as tested by CAR Magazine in 1993.
Opel counters with turbo
Delta Motor Corporation faced a stiffer challenge. Opel in Germany never envisioned a very high-performance variant of the new Astra/Kadett, so in typical South African fashion, a local plan was devised. Opel in Germany was, at the time, selling its sexy Calibra coupe fitted a turbocharged version of the famous red-top 2.0L 16-valve. "We'd like some of those," said the Delta Motor execs.
A challenge, however, was that in the Calibra, the engine was accompanied by an all-wheel-drive system, but in South Africa, the Kadett (and Astra) would be front-wheel drive only. This didn't deter the folks at Delta. Along with the engines, they acquired the Calibra's heavier-duty front wheel hubs, steering knuckles and wheelbearings. It also gained the Calibra's striking five-stud 16-inch alloy wheels, not for vanity's sake, but to cope with the extra power.
And power it had aplenty. Initial models packed no less than 160 kW and 280 Nm of torque, and unlike the Golf (which used a 5-speed gearbox), the Opel had a 6-speeder from Getrag and a modified version of that trick limited-slip differential by Andre Verwey, used in the Superboss. It was claimed to blast to 100 kph in 7 seconds and on to a top speed of 240 kph. So, it would easily see off the VR6.
Back-to-back driving
I hop into the metallic green Vura (as the VR6 is affectionately known in South Africa) first. In the early 90s, its facia plastics were a revelation in this category of car, but it's a pretty sombre place, with no satin silver finishes, or contrast stitching to brighten things up, as is the norm these days. Still, the leather-wrapped steering wheel is nice to grip and it's a car you get comfortable in quickly.
Fire up that iconic engine and there's a nice thrum immediately, followed by a rorty but crisp exhaust note when pulling away. The engine impresses with its flexibility because the torque is spread nicely and the gearing spot-on. This is a pretty easy car to drive fast because its very forgiving to an incorrect gear selection, for example.
The example I'm driving shows over 200 000 km on the odo but has obviously been well-looked after, so besides a slight synchromesh issue on third gear, makes a good impression on Midvaal, with crisp steering responses and well-damped suspension (on the smooth track). Compared with the fluffy Mk3 GTI, the VR6 gained recalibrated steering, stiffer damping and springs, and a reworked front axle configuration. That said, it's not rock-hard, and I can see it stand up comfortably to a period E36 325i as an "executive express" used on the daily drive. As the day progresses and I become more comfortable with the car, and the speeds rise, with the lovely, pure sound from the exhaust as a soundtrack, I begin to understand why this car is so coveted in South Africa. It's a charmer.
Into the blitz
It took us about a year to find a neat-enough 200t S, but boy did we find a good one. This red 200t S looks factory fresh inside and out. The cabin of the Kadett still looks surprisingly modern in some respects, and definitely possesses more flair than the Golf, with soft curves and a particularly neat instrument cluster with the lettering 16v Turbo to remind you that this is something special.
As I head down the straight at Midvaal and push down on the throttle pedal for the first time, tentatively, I can immediately sense that the iconic red-top has lost none of its verve, but my word, when the boost arrives (and it comes on song surprisingly soon) it does so by squishing you into your seat. This car is very, very fast.
So few of these survive because so many were crashed by inexperienced or reckless drivers. I discover quickly that it's a car that demands respect and smoothness. A precise, respectful driver will get incredible pace out of this car, because grip and stability are actually both excellent. The steering is vastly superior to the Superboss's, for example, but you can't just boot it in the corner and not expect torque steer.
Unlike the Golf, in which it will be easy for most drivers to extract 90% of its performance very quickly, the Kadett demands some familiarization (and respect). the 6-speed 'box helps a lot, but you have to use it to make sure you're in the right power "zone". Get it right and it's a car that leaves a big grin on the face, with the only part of the theatrics that's missing being a memorable exhaust note.
Verdict
The kind owners of these two cars were very trusting in letting us drive their pride and joys on a racing circuit, and so drag racing (or timed laps) were never on the cards, but away from the slow-motion tracking work and stills, I had ample opportunity to stretch these cars' legs. The Golf is a fast GT, refined and handles safely and confidently while making a lovely noise. The Opel would destroy it around a racing circuit, however, but its driver would have to be a good one.
So, then… two very different cars with distinct personalities. Buy both, because both are worth having (and preserving).
* A special thank you to the owners of these 2 great cars who took the time to share their machines with us.
New Golf GTD Churns 400 Nm
The most powerful diesel Golf yet was shown in the shade of GTI big reveal.
The excitement surrounding VW’s new Golf 8 GTI has deflected attention from the news around its diesel sibling.
Although the company is planning to transition away from diesel and into a broad electric-vehicle product portfolio over the next decade, Golf 8 retains the GTD derivative.
For those VW followers who value the long-distance cruising ability, and overtaking capability, of the most potent diesel Golf, new GTD should have massive appeal.
The only notable styling element which distinguishes GTD from other performance-orientated Golfs is its rear tailpipe grouping. Instead of having an exhaust end at each corner of the rear bumper, like GTI, the GTD’s dual-exhausts are arranged in a side-by-side configuration, in the left corner.
Much like its petrol-powered cousin, the GTD rides on a 15 mm lower version of the Golf 8 platform. This reduced ride height lowers the centre of gravity and should give the GTD superior stability, especially when cornering.
What defines the GTD, is the engine. VW’s engineers have done a lot of work making the EA288 diesel both the most powerful and least polluting diesel engine to sit above the front axle of any Golf.
It boosts 147 kW and 400 Nm, which should guarantee a surge of seamless performance when paired with the seven-speed dual-clutch transmission. The 400 Nm torque output is 50 Nm greater than the previous GTD, which was a car noted for its excellent highway speed overtaking acceleration.
Limiting the new GTD’s emissions are linked catalytic converters, which are claimed to greatly diminish the engine’s nitrogen oxide emissions. There is also AdBlue injection, to help make this the cleanest-running diesel performance car in VW’s line-up.
Here are the petrol price changes for the month of March 2020.
Due to the corona virus, international petrol prices suffered one of their steepest plunges. This means that there's some good news on the cards for SA motorists. According to the Automobile Association (AA), "The impact of the novel coronavirus outbreak on global economic activity cannot be over-stated, and petroleum prices have retreated in lockstep with the downturn across world markets," the AA says.
Despite the SA Rand suffering against the US Dollar, the AA is predicting a decline of between 9 and 19 cents a litre are on the cards for petrol, and 55 cents a litre for diesel.
Sadly, due to the budget speech and subsequent currency degradation, motorists should prepare for increases on the horizon. "It is difficult to predict where current events might lead us. The Rand has not found strength against the US dollar since Finance Minister Tito Mboweni's budget speech, and the consensus of economists is increasingly that South Africa is set to lose its last remaining investment grading before long," the AA said.
We've always regarded the Lexus RX as a strong contender in the Premium-SUV segment, but do the recent refinements to the model (and the addition of a few new features) give it broader appeal? We tested the flagship RX 450h SE derivative to find out.
We like: Excellent build quality, standard features list, refinement, ride comfort
We don't like: Not as spacious as some of its German rivals, not as economical as one might hope
Some Lexus dealers regularly offer specials: Have look here.
Where does it fit in?
? The RX's striking design has been subtly updated, and still looks right up to date. 20-inch wheels are standard.
The RX is arguably one of the most underrated vehicles in the local market, but the 4th-generation model has not quite made the impression that Lexus may have hoped it would – at least not yet. Besides being slightly smaller inside than most of its rivals, there's precious little that it does wrong, in our view. However, the lack of a turbodiesel derivative in this market is likely as big a factor in the model's underwhelming sales performance… as badge snobbery. In our previous review, we also identified a slightly fidgety ride on some surfaces and occasionally erratic transmission performance.
The now-refreshed RX 450h SE is priced and positioned as an intelligent alternative to the market's big sellers (in the Premium SUV segment), and should, in theory, deliver the creamy smoothness of a refined petrol engine in combination with turbodiesel-like fuel economy. The best of both worlds, then? And, has Lexus ironed out the minor shortcomings of the previous-spec model? Let's see…
? With its "creased" exterior design language and smart detailing, the RX looks suitably premium.
When Lexus’ “origami” design language first arrived on the motoring scene, it was often criticised, but the brand has persisted with it and now, several years, later, the RX looks just about right – not too challenging, yet still modern and interesting… as a result, this facelift incorporates very minor changes to the model's exterior execution.
Or so it would appear… Lexus actually points out a fairly large number of changes. There’s a new version of the signature Lexus “spindle” grille, slimmer headlights, more round edges to the redesigned front bumper, a revised side “character line” (it's purported to facilitate a coupe-like silhouette), a redesigned rear lower bumper and new combination LED tail lamps. Riding on 20-inch alloy wheels as standard, and with an electrically operated sunroof included in the deal as well, the RX 450h SE turned many a head during our test period. It looks every bit the flagship Premium SUV that it is.
The most obvious change inside is a large new 12.3-inch touchscreen.
Inside, besides the tech changes detailed later in this article, the RX is much the same as before, with an emphasis on exquisite quality and detailing. It’s not, ultimately, as practical as some of its rivals, however, and while rear legroom will be good enough for most adult passengers, the load bay is notably smaller than (most of) the competition – Lexus claims a luggage capacity of 453 litres, compared with, for example, the BMW X5’s 500 litres.
The current-generation RX boasts one of our favourite Premium SUV cabins; it bristles with tech features and high-quality finishes. Lexus has further improved the recipe with this latest model… remember, the RX 450h SE is the flagship derivative, and as such, it comes loaded with standard features.
Sufficient rear legroom for rear passengers, but it does feel more "claustrophobic" than some rivals. Note electric switches to fold rear seat backrest.
The most obvious change in the cabin is the new, touch-sensitive, 12.3-inch central infotainment display. This is a significant change, and perhaps an acknowledgement by Lexus that its (if further improved) traditional trackpad with haptic feedback is not universally loved. The system also features voice control for certain functions, so you’re spoilt for choice when it comes to functionality.
In terms of smartphone integration, the RX is bang up to date; it's compatible with Apple CarPlay/Android Auto and has no fewer than 4 USB ports. Voice control via Apple’s Siri or Google’s Assistant is also possible. MyLexus (a bundle of connected services via a dedicated app) and a wifi hotspot with an initial complimentary 15GB data plan (more data can be purchased at any time) are standard too.
With its high floor, the RX's boot is not as big as most rivals', and ultimate utility space with the seats folded down also lags the market leaders.
As ever, the level of fit and finish in the RX is top-notch; the cabin features rich leather surfaces, beautiful stitching and quality wood in all the right places. A new Rich Cream interior trim colour has been added to the line-up, exclusively for the RX 450h SE, but we found our test unit’s Noble Brown hue both practical and suitably stylish.
Lexus doesn’t skimp on standard features: this SE derivative features a top-quality 15-speaker Mark Levinson audio system as standard in addition to, among other features, an ambient lighting package, a wireless charging pad, as well as an HUD (head-up display).
Performance & Efficiency
? If battery charge allows, the RX 450h can be driven on electricity alone for short distances.
Unlike its two listed rivals, the RX 450h is a "traditional" hybrid in the sense that it doesn’t allow for its batteries to be topped up using a charging station; it recharges itself by storing energy recouped from braking or coasting in its (substantial) battery pack. The creamy smooth 3.5L V6, plus a pair of electric motors deliver combined outputs of 230 kW and 335 Nm of torque. Power is transmitted via (what certainly felt like) an improved version of the marque's continuously variable transmission. The big, heavy SUV certainly does get a move on… Lexus claims a 0-100 kph time of 7.7 seconds.
But to focus on such performance figures (impressive as they are) is to miss the point of the RX 450h entirely. This is a relaxing, smooth and – when absolutely required – swift machine.
And fuel economy? Well, Lexus claims a combined cycle consumption figure of 5.4 L/100 km, but you’re going to have to work hard to achieve that regularly. We averaged around 8.2 L/100 km, and it needs to be noted that we tried to make use of full-EV mode as often as possible. So, if it's the ultimate combination of efficiency and performance you're after, a turbodiesel will probably still come out tops. If on-road refinement (especially a hushed cabin) is a major requirement, however, the RX's hand is stronger…
Ride & Handling
? Lexus has made a number of detail changes to the RX's underpinnings with the goal of further improving ride comfort, resistance to body roll and refinement.
In our review of this car's predecessor, we noted a fidgety ride quality on poor road surfaces; so, in a bid to further improve the RX's torsional rigidity, ride control and overall comfort, Lexus' engineers made a large number of detail improvements for this lifecycle update, including the addition of 36 additional weld points and the application of 4.2 metres of additional body adhesive.
Furthermore, a larger-diameter (but lighter) rear stabiliser bar, combined with more rigid hubs, are claimed to reduce body roll and improve steering response (the RX’s vehicle stability control system also gains an Active Cornering Assist function to counter the effects of understeer).
Lexus always does seating well – the RX's chairs impressed during long road trips.
To improve ride quality, newly designed shock absorbers (with a “friction control” function) are fitted, while dynamic dampers have been installed at the front to further suppress road vibrations.
Does it all work? Well, without a pre-facelift RX on hand to compare, it's tricky to say, but we think there is a marked improvement in overall suppleness. It's still not the most dynamic of Premium SUVs, but, does it need to be? We took the RX on a long road trip that included mixed surfaces (as well as some gravel) and came away impressed with the Lexus’ overall composure and occupant comfort.
Price and warranty (February 2020)
The Lexus RX 450h SE sells for R1 342 100 (February 2020) and is backed by an impressive 7-year/105 000 km warranty and 7-year/105 000 km maintenance plan. How’s that for peace of mind? Additionally, the battery pack carries a warranty valid for 8 years or 195 000 km. Service intervals are scheduled for every 15 000 km or once a year.
Verdict
? The flagship model features so-called Blade-Scan technology in its adaptive high-beam system to improve illumination and light distribution.
As ever, it's hard to beat this Lexus in terms of its suite of standard features. You'd have to spend considerably more on some of its German rivals to bring them up to the same level as the RX 450h SE. But generous standard spec is not the RX's only virtue – it is a genuinely likeable car, with a smooth, easy-going character that prioritises comfort over firm sportiness, which is actually quite refreshing.
Ultimately, the Lexus' hybrid drivetrain can't match the performance/economy balance of most of its turbodiesel rivals, however, plus its load bay is somewhat cramped. Lexus' attempts to improve the ride quality are admirable and definitely make a difference. And overall, the refinement of the drivetrain appears to have gone up a notch or two as well, particularly with regards to the CVT's calibration.
We expect the RX 450h SE to remain a fringe alternative in the Premium SUV segment, but those who do take the plunge and opt for this charming, calming car, won't be disappointed.
It's fantastic and refreshing to see typically conservative Toyota doing an about-turn and making cars that appeal to petrolheads as well as your regular commuter, but how far should Toyota go? With the meteoric rise of Toyota's Gazoo Racing brand, we think the sky's the limit and we could be seeing GR-branded Toyotas being rolled out regularly. One vehicle we've got our eye on is the popular Hilux. Toyota Hilux GRMN anyone?
*Update: CarsGuide.com reports the Japanese brand has trademarked the name GR HiLux in Australia, with the intellectual property office approving the name in the middle of February 2020.
An article from Australia suggests that the Hilux GRMN is coming. Chatting to CarsGuide.com, Toyota's senior manager of product communications, Vincent Dewaersegger spoke extensively about Gazoo's plans for the Toyota portfolio. "We cannot talk about future plans, but we can talk about intention. And our intention is of course to have more products and more derivatives, and this will be discussed car by car and model by model, based on whether it fits the purpose, and if there is a demand," he said. "But of course there is the intention – that's why we created the company. But I can't really comment much more than that, because it will be revealed in the course of the product launches. As a general company, the intention is to develop more (Gazoo) cars and more models.”
Now while this can be interpreted as a 'we will have a GR product in every model', it's highly unlikely that we'll see a Prius GR anytime soon. However, we can look at the mainstream models and given how much South Africa loves its bakkies, we think the Hilux is next.
Naturally, a hardcore performance Hilux will need some serious firepower under the bonnet for it to be worthy of the GRMN name. There's is where it gets fun as Toyota has quite an arsenal of engines to call upon. On one end of the scale is the mighty 5.0-litre naturally-aspirated V8 engine which does duty in the Hilux Dakar race truck and in the Lexus RC F.
However, we suspect that Toyota's conservative background, as well as costings, will ensure that it's highly unlikely to see the light of day. We do know this engine is capable of fitting into a Hilux though, evident by the one-off Toyota Hilux REX which pumped out 335 kW and 600 Nm. So it is possible, but unlikely as extensive work will need to be done on the brakes and gearbox to cope with all that power. If there's one thing we've learnt about Toyota's way of doing things, everything is carefully thought out and meticulously planned. A brash decision does not exist in the Toyota vocabulary.
The realistic powertrain, we think, could be one of two options. Firstly, the iconic 4.0-litre V6 motor is still soldiering on. However, we have noticed it's no longer offered in the Hilux, with the Fortuner being the sole provider. It produces 175 kW and 376 Nm, impressive numbers given the potential rivals the Hilux GRMN would face. With an intake and an exhaust tune, the vehicle would be a lot more vocal, giving it some kudos. The second powertrain option would be an enhanced version of the current 2.8GD-6. Ford's efforts with the biturbo setup in the Ranger Raptor will not have gone unnoticed and we suspect that Toyota is capable of extracting a few more ponies without having to do serious mechanical work. An extra 15-25 kW and 25 Nm would be just enough to whet the appetite, with the suspension and offroad prowess doing most of the talking. Power gets the fans excited (as Ranger Raptor found out to its detriment) so Toyota would do well to give it credible performance.
While engine choice is vague right now, we do know that the Toyota will not compromise on the vehicle's offroad capability and the hardcore GRMN will be one extremely tough 4×4 vehicle. Expect trick performance suspension, chunky offroad tyres and as our render suggests, flared wheel arches and raised ground clearance.
Rivals? Well, there's been a remarkable increase in high-performance bakkies since the Ford Ranger Raptor made its debut. Toyota already offers the Hilux GR Sport, while Isuzu has given itsD-Max the Arctic Trucks treatment. Having experienced the offroad prowess of the Ranger Raptor and Isuzu D-Max AT35, the Hilux GRMN will have its work cut out.
Brabus gets hold of a G-Class and may just have turned it into the double-cab to rule them all.
Brabus has done the unthinkable and made AMG’s G-Class even more capable.
The German automotive fabrication and engineering specialist has applied its substantial skills to the latest generation G-Glass, in particular AMG’s G63 version, and the results are astounding
Most striking is the configuration. Unlike the standard G63, this Brabus 800 Adventure XLP is a double-cab bakkie, instead of a station wagon.
To achieve the change in body style, Brabus added substantially to the wheelbase and overall length of G-Class. The ladder-frame chassis is stretched, which results in a 500 mm longer wheelbase and 680 mm gain in overall length, compared to a conventional G63.
Brabus says the modifications all fall within the factory specification for G63’s torsional rigidity and the bakkie’s loadbox features a steel base and tailgate, with carbon sides, to keep overall weight gain within acceptable parameters.
Beyond the new rear-section, Brabus has also added its own bonnet (with obligatory scoops), bumper (with an integrated winch), oversized fenders, roof-rack (with LEDs) and roll bar.
The 800 Adventure XLP bakkie’s radical appearance is underpinned by some serious capability. Brabus has boosted the 4-litre twin-turbo V8 to 588 kW and 1 000 Nm, which gives this massive double-cab bakkie remarkable performance credentials: 0-100 kph in 4.8 seconds and a top speed of 210 kph.
That top speed might sound a touch low, considering the V8 engine’s power, Brabus has wisely limited the 800 Adventure XLP’s velocity, due to the off-road biased 22-inch tyres that it rolls on. Supplied by Pirelli, these Scorpion ATR all-terrain tyres measure 325/55.
Perhaps the most novel aspect of this G63 double-cab conversion, are its axles. Drawing inspiration from the Mercedes-Benz Unimog range of all-terrain trucks, the 800 Adventurer XLP features portal axles. With the dual-gear drive system at each wheel, portal axles allow for huge gains in ground clearance and the 800 Adventure XLP has 490 mm of obstacle crossing ability.
Volkswagen Golf GTI 7.5 vs 8: What’s the difference?
The Volkswagen Golf 8 GTI has just been revealed. How does it fare in comparison to the outgoing model? We compare the newcomer to the outgoing Volkswagen Golf GTI 7.5.
The all-new Volkswagen Golf 8 GTI should arrive in SA before the end of 2020 and the excitement is high. When it comes to Golf sales, nothing touches the GTI and its easily one of the most successful products from the Wolfsburg-based manufacturer. How does it fare when compared to its popular predecessor? We compare the two GTIs.
1. Engine
The Golf GTI 7.5 was no slouch thanks to a quick-shifting gearbox and responsive 2.0.
At the heart of the Volkswagen Golf GTI is a 2.0-litre turbocharged 4-cylinder engine. In the 7.5, it delivered 169 kW and 350 Nm, with power going to the front wheels via a 6-speed dual-clutch transmission. Volkswagen claimed a 0-100 kph time of 6.4 seconds thanks to launch control. For the new Volkswagen Golf GTI, the engine outputs have increased to 180 kW and 370 Nm, plus the transmission has been replaced by the updated 7-speed dual-clutch transmission. Official figures have not been issued, but we suspect it'll shave some time off that. How does 6.1 to 100 kph sound?…
The Volkswagen Golf GTI 8 has improved engine performance, but you'll have to wait a bit longer for R and TCR/Clubsport.
2. Visual appeal
The Volkswagen Golf GTI 7.5 was a sharp-looking product, especially in 2-door guise which sadly wasn't offered in SA.
To use that petrolhead cliche, 'it's an evolution rather than revolution' and is particularly accurate when it comes to the Volkswagen Golf GTI family. One does not mess with a winning formula and for those who think the design is too tame, the good news is there will be more aggressive models coming. There are some common elements across both cars, like the subtle wing, the twin exhausts and honeycomb grille. The first thing you'll notice are the attractive LED lights located in the grille and lower bumper. For a usually restrained design, the GTI is marvellously detailed: note the ornamental 5-piece fog light clusters that create a pair of X-shapes, one at either end of the lower bumper. Finally, there are 17-inch alloy wheels as standard, but we suspect there'll be bigger units available as optional extras.
How good-looking are those daytime-running lights?
3. Tech
The cabin of the Volkswagen Golf GTI 7.5 was smart, sporty and splashed with luxury
It's in this department where the Volkswagen Golf 8 GTI moves away from its predecessor. The interior of the vehicle is a big step up, with its digital dashboard and instrument cluster. You'll also notice the lack of a gear knob, drive selections are actioned by a discrete lever. Once you step into the Golf 8 GTI’s cockpit, its Innovision Cockpit (the combination of the 10.25-inch Digital Cockpit instrument cluster and the 10-inch touchscreen infotainment system, including navigation) is automatically activated and the start/stop button pulses red until the engine is started. The car features single-zone automatic climate control (Climatronic), the comfort start system, LED reading lights and two USB-C ports. The Lane Assist lane-keeping system, Front Assist (Autonomous Emergency Braking with Pedestrian Monitoring), Car2X (local communication with other vehicles and the traffic infrastructure) and We Connect and We Connect Plus online services are included, but obviously not all of those systems are confirmed for South African-spec GTI derivatives.
The Volkswagen Golf GTI 8 cabin continues where its predecessor left off but brings massive amounts of tech into play.
One of the announcements in the 2020 Budget Speech was an increase in the General and Road Accident Fund levies.
The Automobile Association (AA) is not impressed by these decisions and claims it is 'dismayed at the increases to the General Fuel and Road Accident Fund levies.'
According to Finance Minister Tito Mboweni, there'll be a combined 25 cents increase which will contribute to both. The breakdown is 16 cents towards the General Fuel Levy, which now makes it R3.63 for every litre of fuel, while the Road Accident Fund levy increases by 9 cents to R2.07. This means that R5.70 or around 40% of the price of a litre of fuel is just pure tax.
“We acknowledge that revenue must be collected towards the fiscus, and the difficult decisions the Minister had to make in preparing this Budget. However, as we pointed earlier, the increases to the fuel levies will hurt the poorest of the poor hardest, and will make transport costs that much more expensive for many who rely on transport daily to earn a living,” says the AA.
“These increases will invariably be reflected in increases to public transport and taxi fares. For those in our country who count each cent to get by each month, this is extremely worrying. The financial impacts of the increases cannot be underestimated and we are concerned about how this will impact on these citizens,” notes the AA.
We can finally show you the production version of the Golf 8 GTI! After poring over myriad speculative renderings and spy shots of the eagerly awaited hot hatch for several months, we now know what the kingpin of the 8th-generation Golf range in South Africa looks like. It’ll be here in the last quarter of 2020.
As the clock counts down to the opening of the Geneva Show, Volkswagen has already shown its Touareg R and followed it up with a media release about the Golf 8 GTI, GTE and GTD. As is often the case with pre-show information, technical details (including performance details) of the new GTI are still thin at this stage, but the marketing machine is in full swing: “Newly designed and engineered, (the Golf GTI) is fully digitalized and networked. Put simply, it’s a Golf GTI that’s perfect for the modern era,” the company claims.
The Golf 8 GTI's characteristic X-shaped fog light clusters consist of 5 LED modules apiece.
Going on to describe the GTI “as an agile, raw, efficient and high-tech compact sportscar”, the Wolfsburg-based firm confirmed the newcomer is powered by an EA888 (evo4) 2.0-litre turbocharged and direct-injection 4-cylinder engine with peak outputs of 180 kW and 370 Nm of torque; don't be worried, fanboys, there will definitely be hotter versions to come! A 6-speed manual gearbox (MQ350) is standard in the Europen market, but we believe the local GTI will be exclusively equipped with the 7-speed dual-clutch transmission gearbox (DQ381 DSG).
The Golf 8 GTI is underpinned by a McPherson strut-type front- and a multi-link rear suspension (it rides 15-mm lower than its stablemates), but further incorporates a new Vehicle Dynamics Manager driving-dynamics control system that coordinates the workings of the electronic differential lock (XDS) and the lateral functionality of the adaptive damping system (DCC) – if so equipped.
This view of the Golf 8 GTI shows the illuminated bar that runs above the newcomer's headlights and along the top edge of its grille.
The Volkswagen's vehicle setup can be extended in Individual mode to go beyond the range of Comfort, Eco and Sport driving modes and the driver can set/store their personal driving profile using a digital slider, the firm says. For example, beyond the Comfort setting, “the body (can be) ‘decoupled’ from the road surface as much as possible”, to select as pliant a ride quality as possible. Beyond the Sport setting, however, the driver can select the firmest damping available for minimal body movement and optimal handling responses.
Restrained, but purposeful looks
Those who have studied the appearance of the Golf 8 will recognise that the premium hatchback's (standard LED) headlights are positioned low to form a striking crossbar in conjunction with the top of the hatchback’s slim radiator grille. In the Golf 8 GTI derivative, the crossbar is topped off by a distinctive red line that runs the width of the GTI’s front end. What’s more, once the daytime running lights are activated, such as when the driver approaches the vehicle with the remote fob, LED strips atop the headlamp clusters and the leading edge of the grille light up to underline the red strip.
The black cladding strips accent the side skirts and extend into the diffuser-style rear-bumper apron.
The front bumper features a typically large, honeycomb-pattern lower air intake grille framed on the outside by swoopy black inserts. For a usually restrained design, the GTI is marvellously detailed: note the ornamental 5-piece fog light clusters that create a pair of X-shapes, one at either end of the lower bumper.
The GTI 8 GTI comes standard with 17-inch Richmond aluminium-alloy wheels accented by red brake calipers (18- or 19-inch rims will be optional) and its wider side skirts sills feature black cladding strips that extend into the motorsport-inspired rear diffuser. A spoiler extends the roofline at the back of the car and the GTI lettering has been reposition to appear centrally under the VW emblem.
Volkswagen ensured the design of the multifunction steering wheel recognised the tillers of GTIs past.
Retrolicious high-tech interior
As a nod to its storied heritage, the Golf 8 GTI’s sports steering wheel features a trio of silver "double spokes" and a recessed Wolfsburg emblem; the pedals are festooned with stainless-steel covers.
As retro as it looks, however, the multifunction leather-trimmed wheel is all new and features the usual array of touch controls as well as a Travel Assist button (if specified) that enables the hot hatchback to offer driving assistance at speeds of up to 210 kph when the system is engaged.
Meanwhile, the classic plaid fabric trim for the GTI’s sport seats makes another appearance in the 8th generation hatchback, but in a new checked design called Scalepaper. The seams of the grey-and-black design are red, which is complemented by the similar-coloured accents on the edges of the steering wheel’s lower spoke.
The front sports seats feature red detailing on their side trim as well as in the weave of the tartan fabric.
Once you step into the Golf 8 GTI’s cockpit, its Innovision Cockpit (the combination of the 10.25-inch Digital Cockpit instrument cluster and the 10-inch touchscreen infotainment system, including navigation) is automatically activated and the start/stop button pulses red until the engine is started.
The featured car features single-zone automatic climate control (Climatronic), the aforementioned Press & Drive comfort start system, LED reading lights and two USB-C ports. The Lane Assist lane-keeping system, Front Assist (Autonomous Emergency Braking with Pedestrian Monitoring), Car2X (local communication with other vehicles and the traffic infrastructure) and We Connect and We Connect Plus online services are included, but obviously not all of those systems are confirmed for South African-spec GTI derivatives.
And lastly, the LED background lighting, which also comes as standard on the GTI, embeds the displays and all other illuminated interior areas (dash panel, door trim, storage compartment – with an interface for a mobile 'phones, as well as the footwell) in a spectrum of 30 configurable colours. We'll bring you more info on the Golf 8 GTI as it becomes available.
