Lamborghini Huracan Evo (2020) Launch Review

Lamborghini says its new Evo represents far more than just an average mid-life facelift of its Huracan supercar, which debuted as long ago as 2014. To find out whether there's any truth to the St'Agata-based firm's statement, we took the 5.2-litre V10-engined machine for a spin on some of the Western Cape's finest roads.

It happens to even the best sportsmen and -women in the world – if it's not simply the relentless onslaught of time that leads to a drop in ranking, it's the arrival of young, new talent. In the case of Lamborghini's Huracan, a 6-year old veteran of the supercar world, it's arguably a combination of both. While still hugely charismatic and, in the guise of the wild Performante derivative, massively engaging (and mildly terrifying), the supercar game has been moved on by the likes of the Ferrari F8 Tributo, upcoming Porsche 911 Turbo and the sizzling McLaren 720S, at least as far as performance and drivetrain "management" is concerned… And, from a user-experience perspective, the Huracan's cabin had fallen behind the times by virtue of its lack of modern conveniences, such as touchscreen systems and smartphone integration. Enter the Huracan Evo – it's here to redress the balance.

Badge of honour – the revised Huracán is now a more playful, responsive machine with updated interior features.

Fast Facts

Price: R5 500 000 (March 2020, no options)
Engine: 5.2-litre V10
Gearbox: 7-speed dual-clutch
Fuel economy: n/a
Power/Torque: 470 kW/600 Nm
Performance: 0-100 kph in 2.9 sec (claimed)

Admittedly, it's been a while since I've driven something as raw and visceral as the Huracan Evo, but the explosive "trigger" moment, which one reaches by pushing the throttle past the point of resistance, all the way down to the carpet, results in such astonishing violence I'm left breathless… shell-shocked… even. "But this is just Strada mode," are the first words that I can muster after backing off and reining in the matte-grey Italian stallion. My passenger just giggles.

The source of violence

An optional feature fitted to our test unit was a clear engine cover; it allows you (and onlookers) to admire that naturally aspirated V10.

The Huracan retains its naturally aspirated 5.2-litre V10, but in the Evo, it's now to the same specification as the motor in the Performante, which means it gets titanium intake-valves and a lighter, "refined" exhaust system, resulting in a peak power output of 470 kW at a dizzying (and cacophonous) 8 000 rpm. The performance figures are very impressive and, after pressing all the way down on the throttle pedal (just once), there's no reason why I should doubt them.

The 0-100 kph sprint takes 2.9 seconds, but more impressively, 200 kph shows up in just 9 seconds, as the Evo screams its way to a 325-kph top speed. Under full acceleration, and in the appropriate mode (Sport or Strada), the 7-speed dual-clutch transmission takes on a far more aggressive nature; up-shifts punch you in the back, the acceleration flattens your lungs and the sound pierces your eardrums. This car isn't shy about its Lamborghini heritage. It's wild.

The new "brain"

There are three driving modes to choose from, with Corsa aimed at track use. Sport strikes a very well-balanced middle ground.

The biggest change with this new Huracan Evo is its dynamics control system, which is said to make it easier to drive fast. At this point many purists will be squirming in their chairs – a Lamborghini should be wild, shouldn't it? Let's see…

The Lamborghini Dinamica Veicolo Integrata (LDVI) is essentially a CPU that controls every aspect of the car's dynamic behaviour; it's set up to "anticipate" the moves and needs of the driver. Queue more squirming… In addition to LDVI, the Evo features rear-wheel steering and a torque vectoring system (working on all four wheels) – borrowed from the Aventador S and SVJ. The steering system is said to improve agility at low speeds and stability at high speeds.

The new LDVI "brain" controls an awful lot of what goes on underneath, but the result, we're happy to say, is a more playful car.

The LDVI really controls everything – in conjunction with the torque vectoring system, it calculates not only the split of propulsion between the front and rear axles, but the allotment from wheel to wheel on the same axle! Also falling in the LDVI's ambit are the magnetorheological suspension with active damping, the variable-ratio electric power steering and the various sensors required to measure the current driving situation and to essentially calculate the driver's next move. It all sounds terribly complicated, and to be honest, it also sounds terribly "digital" for a brand that has traditionally been very analogue, but here's the thing… it works!

Whereas the all-wheel-drive Huracan was previously quite one-dimensional in its dynamic behaviour, the Huracan Evo is more playful, more responsive and, as a result, more fun to drive. And yes, it does bring the supercar's rear-end into play more often and vigorously than before, particularly in Sport mode, which is always welcome on a car such as this.

Improved aero

Front-end bite and precision is significantly improved courtesy of revised aerodynamics and a torque-vectoring system.

To the untrained eye, the new Huracan Evo doesn't look all that different from its predecessor, but when you park the two next to one another, the differences are very apparent. The changes are not merely for show, either…

The new front bumper results in improved aerodynamic efficiency via a new front splitter with an integrated wing. New side air intakes, larger front air dams in the typical Lamborghini Y-shape, and a rear-end treatment that closely resembles the marque's Huracan racing car (albeit with a surprisingly subtle, integrated spoiler) round off the improvements. Some Lamborghini fans would have liked the new Evo to be a bit more of a show-off, but there are plenty of ways to achieve that through a very comprehensive personalisation catalogue.

You're going to have to get used to the indicator switch on the steering wheel… but it's a minor criticism of a significantly improved cabin.

The subtle exterior aerodynamic changes and more efficient air management underneath the car have resulted in heightened levels of downforce – Lamborghini says the Evo is 5 times more aerodynamically efficient than its predecessor. It's difficult to say whether the improved aero or the LDVI contribute most to the excellent front-end bite (even in Strada), but either way (or more likely as a combination), it works. The steering feels direct, nicely weighted and offers plenty of feedback. Flick to Sport mode and the Huracan Evo becomes even more playful, particularly with its rear-end being far more willing to step out of line (but remaining easy to control). Corsa is really meant for chasing lap times.

Improved cabin

Note new control interface on the centre console. The test car featured Lambo's new "Carbon Skin" material.

When you're not busy conquering mountain passes or attempting to better your PB lap time, you'll appreciate the changes made to the Evo's cabin, too. The centre of attention is the new control touchscreen interface on the centre console, which was developed in-house by Lamborghini. Once you're familiar with the system, you can easily access climate control settings, smartphone integration functions (Apple CarPlay etc.) and, if so specified, there's even a telemetry function that includes a pair of onboard cameras so that you can record your on-track antics. A quirk that requires some familiarisation is the lack of an indicator stalk (replaced by a button on the steering wheel).

As is usually the case with premium vehicles such as this, the options list is quite extensive and there are some very appealing items that you'll have to pay extra for. At a base price of R5.5 million, however, you're likely to be able to afford a few of them… Our test car featured a number of extras that you really can't do without – Bluetooth preparation, a reverse-view camera with parking sensors, a front suspension lift system and the smartphone interface.

Verdict

Note the positioning of exhaust outlets and reworked rear diffuser in this image.

As far as mid-life facelifts go, they don't usually come more "transformative" than this one… Whereas the "Huracan experience" was previously dominated by the supercar's wild aesthetics and the drama of its charismatic powerplant, the Evo is now a more complete package; its dynamic ability has been elevated to a level that makes the Italian machine not only more fun to drive in isolation, but more competitive within the context of its market rivals. Lamborghini needs to be applauded for its new LDVI system in particular – it could easily have made the car feel too safe and predictable at the limit… but what it's done is make the car feel more like a wild Lamborghini. And that, folks, is a big win.

You may also be interested in:

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Ferrari unveils F8 Tributo

McLaren 720S video review

Spy Shots: 2021 Jaguar F-Pace SVR

Jaguar is readying a facelifted version of its F-Pace SUV and along with it, an updated SVR. Here's what we know.

Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.

Spotted on the roads of Germany, this Jaguar F-Pace has all the trademarks of being the flagship SVR model. Firstly, look at the size of those monstrous wheels, complete with big brake callipers. Secondly, in the second frame, note the quad exhaust system, loudly singing the 5.0-litre supercharged V8 song.

The updated Jaguar F-Pace SVR will feature new-look bumpers at the front and rear, with the cabin receiving the most changes. It's said there will a huge focus on quality and technology, and given the quality inside the electric I-Pace, it's expected we'll see a trickle down. Things like the dual-screen central stack as well as the updated digital dashboard should make an appearance.

There are also expected to be some mild changes to the chassis and suspension, but interestingly, there's whispers of a new range of mild-hybrid engines for the F-Pace range. The SVR should continue to use the monstrous 5.0-litre supercharged V8 motor and outputs should be around the 405 kW and 680 Nm mark. We'll keep you updated and we expect the new Jaguar F-Pace to be fully revealed before the end of 2020.

There's no mistaking those big wheels or quad exhausts.

Start your search for a new or used Jaguar F-Pace here.

Spy Shots: 2021 BMW 4 Series

The next-generation BMW 4 Series coupe has been spotted out and about again. About that elephant in the room…

Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer's request, have watermarked them.

Yes, that elephant is indeed the grille and these latest spy shots highlight it. It's a step closer to production and there's now a numberplate which helps lessen the grille's effect. When compared to the concept car's grille, this looks far more reasonable and dare we say it, it's acceptable. There's no denying many petrolheads will still find it polarising. BMW should follow a similar strategy as before and have coupe, convertible and Gran Coupe body styles of this car.

Inside will feature much the same cabin as the current BMW 3 Series, with its slick infotainment system and digital dashboard. Expect similar engines too, with turbo petrol 4- and 6-cylinder motors as well as diesel engines. The big one we're all waiting for is the BMW M4 which will be using the 375 kW inline-6 from the X4 M. That'll be revealed fully before the end of the year and should go on sale in 2021. The standard BMW 4 Series should make landfall in South Africa before the end of 2020.

BMW M135i xDrive (2020) Review

The new 1 Series flagship marks a number of departures for BMW's performance hatchback: power is no longer sent exclusively to its rear wheels and its inline-6 motor has been replaced with a transversely-mounted 4-pot. Its brand promises the ultimate driving experience – can the M135i xDrive make good on that promise? We give it a thorough assessment.

We like: Straight-line performance, excellent cabin for a 1 Series (good build quality and low NVH levels).

We don't like: Choppy ride. Boring to drive. Can’t justify its price tag.

Fast Facts

Price: R711 452 (R886 350 as tested)
Engine: 2.0-litre turbopetrol 4-cylinder
Power/Torque: 225 kW/450 Nm
Transmission: 8-speed automatic
Fuel consumption: 7.5 L/100 km (claimed)
????Load capacity: 380 litres

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Where does it fit in?

BMW's performance 1 Series is now all-wheel-drive as opposed to rear-wheel-drive.

The all-new 1 Series was launched in mid-2019 and arrived in South Africa towards the end of the year. The F40-generation premium hatchback remains the entry point to the brand and the top-of-the-range M135i xDrive is purported to offer performance kicks to match those of the Mercedes-AMG A35. This generation of the 1 Series differs from the last; like the X1, X2 and Mini Cooper, it's built on a front-wheel-drive platform (so is the 2 Series Gran Coupe). BMW has also replaced the previous-generation M140i's 3.0-litre turbopetrol with a lighter, more efficient 2.0-litre turbopetrol. Furthermore, the firm has fitted the M135i with xDrive (its all-wheel-drive system) and some go-faster exterior addenda. Previously, the BMW M135i/M140i stood out from the rest of the hot hatch rabble with its 6-cylinder engine and rear-wheel-drive configuration. Now that things have changed, is it a case of "if you can’t beat them, join them?"

How it fares in terms of…

Performance

In the world of performance cars, manufacturers rarely replace models with less-powerful variants. Well, BMW has done just that here: the 2.0-litre turbopetrol 4-cylinder in this M135i produces 225 kW and 450 Nm, compared with the preceding M140i's 250 kW and 500 Nm. In truth, 225 kW is enough for a hot hatch! The new model doesn’t lack for straight-line performance; it hits its marks with a 0-to-100 kph time of 4.8 seconds and a top speed of 250 kph.

The other prerequisites are there too: the 8-speed auto 'box rips through shifts rapidly, even if there’s a deliberate fake kick in the back every time you flick a paddle in manual mode. The shifts are also accompanied by a fake-sounding braahp. The mid-range torque delivery is responsive and in-gear shove excellent. The torque-pull tapers off towards the top of the rev range, but the engine sound isn’t appealing at higher revs – there's no real need to play in that zone.

Ride and handling

19-inch wheels mean you can't have adaptive suspension.

In terms of the M135i's suspension, buyers have to choose between specifying smaller wheels (18-inch) with optional adaptive suspension or 19-inch wheels with M-Sport springs that lower the car's ride height by 10 mm. Our test unit came shod with the latter: 19s in conjunction with the M-Sport suspension, which regrettably firms up the ride to such an extent that the BMW feels choppy and harsh to drive on a bumpy tar road.

The M135i is front-wheel-driven for the most part – xDrive does allow for up to 50% of the power to be sent to the rear wheels when required. Compared with the previous model, there’s less lean in the corners and the steering feel is better, as is the speed of the rack. It’s an easier car to manipulate in the corners and it changes direction quicker and flatter than the previous M, which had a tendency to want to pendulate when switching from one direction to another.

The test unit did exhibit a tendency to understeer, however, which is unusual for a BMW. It was most noticeable when coming off the power and turning in the front-end. In fact, there’s noticeable front-end push; not the usual pin-point accuracy you get from other BMWs. Add in some throttle and the differential will task the rear wheels to take some of the load, which allows the M135i to pick up a later apex, with tremendous grip available when exiting the corner.

The BMW is nimble enough – it's not an ill-handling car by any means… it’s just not particularly exciting to drive. All the ingredients are there, but the dish it serves up is decidedly bland.

Interior plushness

Who wouldn't want an upmarket 3 Series interior in their 1 Series?

If one considers that this is a 1 Series – and the entry point to the Bavarian brand – it’s certainly equipped with a lot of kit. It almost seems as if the newcomer's interior architecture was copied directly from the 3 Series and plonked in its smaller sibling. If that’s not a win for the "budget BMW", then nothing is. The materials are of premium quality and the new screens look as hi-res as those of brand-new smartphones. There is more good news: those smartphone users who have berated BMW for the lack of Android Auto will be pleased to know it will be coming to the 1 Series (and other newish models) midway through 2020. Apple Carplay is also said to be free when the update rolls out "over the air".

The M135i gets sports seats as standard, whereas our M-Sport model was equipped with the (R8 100) optional M-Sport seats. They’re a bit bigger and cut into the rear legroom a little, but provide ample support and appreciable comfort for the Bimmer's front passengers. Where the A-Class' interior feels glitzy and eye-catching on the surface, the 1 Series is somewhat understated, but has more substance to it in terms of material quality and finishes.

Street cred

That grille is a certain conversation-starter.

It seemed that wherever we drove and parked the M135i, its front-end treatment became a major talking point among onlookers. Most spectators felt that the elaborate grille gave the premium hatchback added road- or kerb presence, but as a single element of the design, it's not particularly attractive. Those most offended by it appear to be long-time BMW fans and fellow motoring journalists – make of that what you will. Overall, the 1 Series’ best angle is its side profile with the M-Sport kit that gives it definition and sporty pretensions. The Bimmer's rear often got mistaken for that of an MPV and some even mentioned the 2 Series Active Tourer when likening the M135i to other BMW products.

As for its competitors, the A35 is a clear winner in the looks department, it’s certainly less polarising; we eagerly wait to see what the next-generation Audi S3 will look like.

Price and sales support

The BMW 135i xDrive price starts at R711 452 (March 2020) and comes with a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

Verdict

Despite sporty intentions, the 135i falls flat on the excitement scale.

Rear-wheel-drive dynamics and a straight-6 motor used to be the unique selling points of BMW’s top-of-the-range 1 Series hatchback. By producing a fundamentally more practical 1 Series on an existing FWD platform, BMW has lost that uniqueness. The M135i is fast enough, has a great gearbox and there’s abundant traction under power. Even the steering has good feel and feedback to it. But, it doesn’t feel like a fast BMW that becomes livelier the more you ask of it.

To put it another way, the BMW underdelivers in terms of its driving experience… even though it handles like a lot of other all-wheel-drive hot hatches. It’s just not exciting to pilot on your favourite set of twisties; it gets through them fast enough, but there’s no big smile at the end. To put it in a way that millennials would, "the drive is a bit meh!"

And then there’s the price: R700k before options. We don’t think the M135i offers anything that you couldn’t get from a Volkswagen Golf R (heck, even a GTI) and that’s before you start bringing in driver’s hatches like the Renault Megane RS or Honda Civic Type R. The other bad news is that this is as good as it’s likely to get: BMW will not be making a 1M and its smallest M car offering will remain the M2 Coupe.

New Hyundai Elantra officially revealed

The 7th-generation Hyundai Elantra is undoubtedly the most distinctive, athletic-looking compact sedan that the Korean manufacturer has ever produced… In addition, the edgy newcomer, which was unveiled via a YouTube broadcast from West Hollywood, targets younger buyers with its plethora of highly-connected interior features.

Based on the brand’s 3rd-generation compact (K3) platform, the new Elantra sports a head-turning “4-door-coupe look” – it's only the 2nd Hyundai model to showcase the brand’s new Sensuous Sportiness design language (after the Sonata). The new model is not only longer, lower, and wider than its predecessor, but has higher structural rigidity (for improved refinement) and a lower kerb weight, which improves fuel economy. Other benefits of the new platform are a lower, more engaging, driving position, a reduced centre of gravity – which improves handling stability – and lastly, improved frontal-crash safety because of a multi-load path structure design.

The K3 platform (on which the new Elantra is based), has facilitated a lower centre of gravity and sportier driving position.

The “parametric dynamics” to which Hyundai Motor Group chief design officer Luc Donckerwolke refers (when he describes the new Elantra’s exterior execution) can be seen in the way that the newcomer’s expansive, cascading grille, headlamp clusters and indicator elements seem to merge into a single design element, and the contours at the outer edges of the bumpers, as well as the swage lines on the car’s flanks, that “meet at one point”.

As for the interior, the Elantra’s cabin dimensions do not suffer for the sedan’s sleeker roofline; front head- and shoulder room have increased slightly (rear headroom is unchanged) and the longer wheelbase enables the Hyundai to offer “best-in-class” rear legroom. Even the Elantra’s boot capacity is 8% bigger than that of its Corolla rival, the manufacturer claims.

Note how the Elantra's boot line extends comfortably beyond the edges of the sedan's ornate tail-light clusters.

The newcomer's fascia design is sweeping – with slim vents hidden in the from-side-to-side chrome-finished louvres – and particularly driver-focused; the latter aspect is emphasised by the touchscreen being angled towards the driver and the division of the cockpit through a handle strut that stretches from the centre of the hang-down section (around the area of the HVAC controls) to the centre console.

As standard, the Elantra will feature a conventional instrument cluster (with analogue dials), an 8-inch touchscreen infotainment that is Apple CarPlay and Android Auto compatible, a multifunction 4-spoke steering wheel, Bluetooth streaming and -telephony and a reverse-view camera with guiding lines. However, Hyundai took the opportunity to showcase the 8th-generation Elantra in its fanciest spec in Hollywood (as one does) – the car shown here features a pair of adjacent 10.25-inch screens: one that serves as a digital instrument cluster and the other, an extended infotainment screen.

The look of the top-spec Elantra's combined instrument cluster/infotainment screen looks reminiscent of Mercedes' MBUX system.

Furthermore, an 8-speaker Bose audio system, voice recognition (through which a driver can control various of the car's onboard functions) and a digital key, which allows drivers with Android phones to access their vehicles without a key fob, are also optionally available.

The newcomer rides on a McPherson strut front- and multi-link rear suspension setup. In the States, it will be powered by either a 2.0-litre 4-cylinder engine (109 kW/179 Nm) mated with a variable automatic transmission or a petrol-electric power unit (a 1.6-litre four-cylinder petrol engine combined with a 32-kW electric motor and 1.32-kWh lithium-ion battery, which produces combined peak outputs of 103kW and 264 Nm.

The Elantra's cockpit is decidedly driver-focused; note how the lower fascia and infotainment screen is angled inward.

In North America, forward collision-avoidance assist (with pedestrian detection), lane-keeping-, following and high-beam assist, plus driver-attention warning all come as standard (over and above ABS with EBD and front-, side- and curtain airbags). High-end features such as blind-spot collision avoidance assist (with rear cross-traffic alert), adaptive cruise control, driving assist, safe-exit warning and reverse-parking collision avoidance systems are available too.

The question is: Will Hyundai South Africa, which has removed the outgoing Elantra from its website, introduce the marque's 8th-generation sedan in South Africa? After all, the conventional 4-door family car seems under constant threat of its compact family cars, including the brand's own Creta, Kona and Venue models. Suffice to say that it was not in the importer's plans for 2020 (when we last checked). However, given the undoubted potential of the new model to spawn sportier derivatives, such as N-line and full N versions (Hyundai has 1.6- and 2.0-litre turbopetrol engines, mated with either a 7- or 8-speed dual-clutch automatic transmission, in its arsenal), well, hope springs eternal.

Toyota Corolla Hatch Updated for 2020

Toyota South Africa has updated the Corolla Hatch for 2020, adding a few modern features and updating some of the safety spec.

In a bid to try and up the sales of the Corolla Hatch (sales have not met expectations) Toyota South Africa has installed a few updates for the Auris replacement.

For starters, the whole range now benefits from wireless charging. The speed of the wireless charger is not mentioned but we suspect it to be the same as the 1.5mA USB charger. There is no mention of Apple Carplay or Android Auto being added, but we have it on good authority that the rollout to Corolla Hatch will happen during 2020.

The top-of-the-range Xr model receives the Toyota Safety Sense system, which is being rolled out across most premium Toyota models. It comprises a pre-crash system, blind-spot monitor, lane trace assist and all-speed cruise control. The Xr model also gets automatic high-beam assist.

The colour variety has been extended with Bi-tone colour options added to the colour palette in the form of Pearl White, Satin Silver, Emotional Red and Caribbean Blue – all paired with a black roof, while Pearl White and Caribbean blue have been deleted in mono-tone configuration.

The engine remains the same (1.2 turbopetrol with 82 kW and 185 Nm) as does the 6-speed manual and CVT gearbox choices.

As for after-sales support, the Corolla Hatch is sold with a 6-services/90 000 km service plan (service intervals at 12-months or 15 000 km) and a 3-year/100 000 km warranty. It also comes with Toyota Connect telematics service and in-car Wi-Fi connectivity with a complimentary once-off 15Gb.

Price in SA

Corolla Hatch 1.2T Xs – R 361 900

Corolla Hatch 1.2T Xs Bi-T – R 372 400

Corolla Hatch 1.2T Xs CVT – R 373 100

Corolla Hatch 1.2T Xs CVT Bi-T – R 383 600

Corolla Hatch 1.2T Xr CVT – R 412 600

Corolla Hatch 1.2T Xr CVT Bi-T – R 423 100

Renault Duster to get A-Class Engine

Merc's 1.3 A200 engine planned for Duster.

The small engine cooperation agreement between Renault and Mercedes-Benz will soon benefit global fans of the Duster compact SUV.

It is no secret that many of the A-Class entry-level engine options are not researched or developed in Germany. The now tenuous Renault-Nissan-Mitsubishi alliance has in the recent past pooled resources to engineer some excellent compact turbocharged engines and the latest rollout strategy for these, includes an upgrade for Duster.

Renault’s popular gravel traveller is due to add the HR13 engine code powerplant to its line-up this year, although exact scheduling could be slightly disrupted by the influence of coronavirus on supply chain and assembly.

This HR13 engine is a 1.3-litre turbopetrol already present in a variety of Renault and Mercedes-Benz models. It features all-aluminium construction and runs a timing chain, instead of a belt, for improved durability and lower lifetime mechanical cost of ownership. Interestingly, it is built in Spain.

Adaptable to a variety of applications and environments, the HR13 engine is rated at different power outputs, depending on fuel quality in its destination market. For introduction to the Duster, this turbocharged 1.3-litre engine is expected to boost 115 kW and 250 Nm.

Drivetrain options for Dusters with the 1.3-litre HR13 engine will be either six-speed manual or CVT, but won't include Renault’s EDC dual-clutch transmission.

Offering the potential of brisk performance and less mass above the front axle, this 1.3-litre engine update could make the Duster an even more compelling gravel travel adventure vehicle. A smaller and lighter engine could yield more balanced emergency braking, with less nosedive, which should prevent sump damage if you inadvertently hit a dirt road bump at speed.

RIP BMW i8

Production of the BMW i8 will be coming to an end and we look back at how groundbreaking and revolutionary the plug-in hybrid sports car was.

When it was revealed back in 2015, the BMW i8 stunned the car community. Here was a visually striking sportscar that looked like a concept freshly revealed off a European motor show floor. Now 6 years after its launch, BMW has confirmed the i8 product life cycle is coming to an end. It sold more than 20 000 units and BMW claims more sold than all competitors in its segment combined.

It brought a number of interesting technologies to market, like the laser headlights, the carbon fibre tub as well its unique 1.5-litre turbo-petrol 3-cylinder engine mated to an electric motor punching out 275 kW. The 113 kW per litre displacement was a new record for BMW series models when it came to high specific power output. Let's not forget how the use of sustainable and recycled materials in the cabin changed how we made car interiors, while 3D printing was used for the first time to make components for the Roadster.

Not only did it look good (the Roadster even more so) but it also drove well, with handling being one of its stand-out traits thanks to its lightweight construction as well as low centre of gravity. We won't forget that electric e-boost acceleration either. Do you think the BMW i8 will become a collector's item? There are some really nice looking examples currently on our site…

Interested in BMW i8 ownership? Browse new and used examples for sale here.

BMW Confirms Android Auto Introduction in Q2 of 2020

German carmaker BMW has confirmed it will be offering Android Auto connectivity in its vehicles from July 2020.

As it stands, BMW only offers Apple CarPlay connectivity for its vehicles and worse, it charges customers for the privilege. In a country such as South Africa where Apple sits behind Samsung and Huawei in terms of ownership reach, the lack of Android Auto connectivity is a dour point. At the launch of the new BMW 1 Series in Munich in 2019, we had a chance to chat to some of the tech engineers who mentioned that Android Auto would come at some point.

Now, it's official and BMW confirms that not only will Android Auto be made available for its products, but Apple Carplay will be free. Impressively, Android Auto connectivity will be wireless and there'll be no need to plug the phone in.

“Many of our customers have pointed out the importance to them of having Android Auto inside a BMW for using a number of familiar Android smartphone features safely without being distracted from the road, in addition to BMW’s own functions and services,” says Peter Henrich, Senior Vice President Product Management BMW. “We will offer this service to our customers starting in July 2020.”

From what BMW is saying, the Android Auto integration is impressive. Not only will you get the typical menu functionality you can see in the image above, but there'll also be an interface in the gauge cluster as well as the head-up display. We're assuming this compatibility is only for the latest iteration of BMW's operating system, dubbed OS 7. We'll see the first demo of Android Auto in a BMW at the Consumer Electronics Show (CES) 2020 and will be available for customers in 20 countries from July 2020.

How would you get the update if you're an owner of one of the latest BMW products? BMW Australia is one of the first regions to get Android Auto and the best part is the update will be done over the air, removing the need to take time off and head to the dealership. BMW Australia told Aussie publication carsguide.com.au, " Any BMW already on the road with our latest 7.0 iDrive operating system will be able to receive upgrades, like Android Auto over the air. We want to make sure the infotainment system in the car can be updated without having to take your car to a dealership. It’s downloadable over the air, via the SIM card in the vehicle, or you can download it to your phone at your home or office via Wi-Fi, and transfer it to your car the next time you drive it."

What is Android Auto?

Refreshed Isuzu MU-X on cards for SA?

Isuzu Motors SA recently introduced the option of a diff-lock on its MU-X, but now that production of the new-generation D-Max has begun in Thailand (from where the local-spec Adventure SUV is sourced) we could soon see the underrated 7-seater feature an updated look as it inches towards the end of its lifecycle…

Following General Motors’ departure from the SA market at the end of 2017, Isuzu took ownership of the multinational’s former production facility in Port Elizabeth. With the discontinuation of the Chevrolet Trailblazer, Isuzu introduced the MU-X (on which the former was based, anyway) in the local market in 2018. In fact, it was the first model that the (then) newly-formed Isuzu Motors SA – which finished runner-up to Volkswagen in the 2019/20 #CarsAwards Brand of the Year rankings – launched in Mzansi.

Although the sales figures of the MU-X pales into insignificance compared to those of its Toyota Fortuner arch-rival, Isuzu’s Adventure SUV was a finalist in its category of the Cars.co.za Consumer Awards – powered by WesBank in 2018/19.

As is the case with recent revisions to the current D-Max range, black trim features prominently on the Onyx.

Meanwhile, Isuzu Motors SA continues to produce the outgoing D-Max and will begin building the next-generation bakkie in Port Elizabeth next year. That means time is running out for the current-gen MU-X (which is, after all, based on the older bakkie’s design). Reports suggest its replacement will only be revealed next year; perhaps it will arrive in South Africa in 2022.

But there is life in the Japanese firm's Adventure SUV yet. Isuzu recently released an update to its MU-X in Thailand, the most stylish (and flagship) version of which is dubbed the Onyx (shown here). Depending on current stock levels of the Adventure SUV in South Africa and local demand for the model during its run-out phase, a mild series update or special editions such as this one could be introduced in the local market in the near future.

The design of the Onyx derivative's rear bumper is arguably sportier than that of the one at the front.

The exterior look of the Onyx features a plethora of black addenda: its sportier bumpers feature dark accent lines, which match the roof rails, side-window- and wheel-arch trims, as well as the grille finish. Even the 19-inch alloys have black detailing.

Inside, piano-black trim dominates the fascia and the door trims feature LED ambient lighting fore and aft. What’s more, a few small, but nonetheless nifty, features have been added…

According to the Thailand brochure of the Onyx flagship, the Bi-LED headlamps feature auto high/low beam technology and the auto-dimming rear-view mirror incorporates a forward-facing dash camera, while the seats are upholstered in Cool Max (we assume a leather-like) material, which is claimed to “reduce heat accumulation”.

Note how the sporty black instrument cluster complements the piano-black accents on the MU-X's fascia…

In terms of the flagship MU-X's infotainment specification, we don’t believe the Onyx’s built-in touchscreen will be available in South Africa, but perhaps the current model’s optional 9-inch system with 8 speakers, which includes navigation, Apple CarPlay and Android Auto compatibility and works in conjunction with a reverse-view camera, could become a standard feature.

If Isuzu Motors SA confirms an update (or special editions) of the MU-X – its unlikely that the name "Onyx" would be suitable for the market, but still – we'll be sure to let you know.

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