Lexus RX 450h SE (2020) Review

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

Fast Facts

Price: R1 342 100 (February 2020, no options)
Engine: 3.5L V6 / electric hybrid
Gearbox: CVT
Fuel economy: 5.7 L/100 km (claimed)
Power/Torque: 230 kW/335 Nm
Performance: 0-100 kph in 7.7 sec (claimed)

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Where does it fit in?

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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…

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How it fares in terms of…

Design & Packaging

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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

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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

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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

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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.

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Toyota Hilux GRMN: Should It Happen?

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.

Toyota Hilux REX V8 First Drive

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 its D-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.

Merc G63 Double-cab with 588 kW

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.

Fuel Levy to Increase

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.

Volkswagen Golf 8 GTI officially revealed

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.

Updated Toyota C-HR (2020) Launch Review

Toyota has hit the refresh button on its C-HR and we took the opportunity to sample the updated compact family car during its local launch in the Western Cape this week. Take a look at what’s changed and what you can expect from this latest iteration of the C-HR…

Upon its local release back in 2017, the C-HR was the second TNGA product (after the Prius) to reach local shores. At the time, it turned heads with its edgy and sporty looks, but it's definitely not everyone’s cup of tea, especially if you are, like most South African car buyers, conservative in your purchasing decisions. Toyota SA knew the C-HR wouldn’t be a volume seller, but even so, it still manages to garner reasonable sales number (151 units were sold in January 2020). In Europe, however, the C-HR is hugely popular, especially in Hybrid guise (the C-HR hybrid is not sold in South Africa). Now, in an effort to keep the C-HR relevant in an increasingly crowded segment, Toyota has given the model a mild styling upgrade, replete with a host of new equipment features.

Tweaked styling

The C-HR retains its edgy styling and remains one of the more flamboyant design offerings in the small crossover segment.

In terms of exterior styling changes to the front of the C-HR, the front spoiler lip is now in body colour and the bumper has been widened; LED headlights are standard on all derivatives (Standard, Plus and Luxury); the fog lights have been repositioned and side air intakes are more vertical in appearance. At the rear, the large red tail-light clusters are connected by a gloss black spoiler.

There are also some striking body colours on offer including the new Inferno Orange and Oxide Bronze (offered on Standard and Plus trim), while the high-spec Luxury trim can be had in a 2-tone design with a black roof. The C-HR, in our opinion, is still one of the best looking compact family cars/small crossovers in the new-vehicle market.

Safer and more connected

A bigger infotainment screen with Android Auto and Apple CarPlay is a welcome addition to the specification sheet.

The big change for this update, however, pertains to C-HR's feature specification: the model now gains a larger 8-inch infotainment screen, which is equipped with Android Auto and Apple CarPlay capability. Toyota has been late to the party in this regard, but the good news is these connectivity features will be rolled out across other Toyota models in due course.

Safety specification has also been beefed up – the C-HR now has 6 airbags as standard (previously only 2). Moreover, Toyota Safety Sense makes its way into the Luxury trim, which adds features such as Blind-spot Monitoring (BSM), Lane Change Assist (LCA), Rear Cross Traffic Alert (RCTA), Pre-crash system, Adaptive Cruise Control (ACC) and Lane Keeping Assist.

What’s it like to drive?

It’s been a while since we drove the C-HR and we were keen to re-acquaint ourselves with the product. The familiar turbocharged 1.2-litre petrol engine still does duty under the bonnet with outputs of 85 kW and 185 Nm and comes mated with either a 6-speed manual gearbox or continuously-variable automatic transmission (CVT).

The launch route was lengthy and took us from Cape Town to George via the popular Route 62, which was a great opportunity to experience the capability of the C-HR on the open road. Its engine performs surprisingly well with good overall acceleration and cruising ability. We sampled the CVT and we are pleased to report that it’s not as annoying and cumbersome to drive as some other CVTs on the market.

The C-HR gets up to highway speed in good time and you can toggle between drive modes such as Normal, Eco and Sport depending on your driving needs. Overtaking is done swiftly and without much fuss. Toyota claims 6.4 L/100 km for the C-HR CVT and we saw returns of around 7.8 L/100km during our drive.

It has a solidly planted feel which gives the driver some confidence through corners. The CH-R also delivers a comfortable ride and while the suspension soaks up imperfections well, it also has a firmness to it which gives a bit of a sporty feel. The C-HR’s electronic steering has been tweaked too and while it’s light in feel, it’s also quite direct.

We must also mention that the seats in the C-HR are very comfortable and the soft cushioning was very much appreciated on this longer drive. As for the infotainment system, Google Maps was easily connected via Android Auto and we even connected to the car’s WiFi which comes with a complimentary 15GB of data. Perceived interior build quality is still very good.

There are, however, some well-known drawbacks to the C-HR that consumers need to be aware of. Firstly, rearward visibility is poor due to an oversize C-pillar/door moulding. Secondly, due to its compact dimensions, rear passenger space is also on the tight side and the load bay is small for a car in this segment, offering a claimed 328 litres. So, in terms of practicality, the C-HR lags behind the best in this segment.

Look at specification details for the Toyota C-HR range here!

Let’s talk money…

The Toyota C-HR has the style but lacks the practicality to effectively compete in this segment, making it a pricey niche choice.

It’s interesting to note that when the C-HR came to market in 2017, pricing started at R318 500 and went up to R356 000 for the top-spec derivative. Fast forward to the present and the starting point is now at R371 700 for the Standard derivative and going all the way up to R476 600 for the top-of-the-range C-HR Luxury. You can get into a spacious Toyota RAV4 for that money.

While we applaud the latest safety and tech upgrades, the C-HR has become a pricey proposition when you factor in its practicality woes and similarly-sized products on offer, such as the Hyundai Kona and Mazda CX-3 which can be had for much less money. As a result, buyers may be tempted to look for more practical options or higher-value offerings, especially in the tough economic environment that is currently gripping the country.

The C-HR is not an ideal compact family car but it does remain an enticing proposition for young empty-nesters who place more value on style and care less about practicality. For those looking for more practical options, there are a myriad of options available in the R380 000 – R500 000 price range. With that said, the C-HR will likely remain a fringe player, albeit a stylish one.

Toyota C-HR – Price in South Africa

The Toyota C-HR is sold with a 6 services /90 000 km service plan, with service intervals set at 15 000 km. A 3 year/100 000 km warranty is also provided.

Toyota C-HR 1.2T – R371 700

Toyota C-HR 1.2T Plus – R403 000

Toyota C-HR 1.2T Plus CVT – R415 100

Toyota C-HR 1.2T Luxury CVT – R476 600

Buy a Toyota C-HR on Cars.co.za

Mercedes-AMG GLA 45: Powerful, if a bit pointless…

Does the motoring world really need high-performance premium family cars? Whatever the right answer is, Mercedes-AMG has produced another firecracker to inhabit that market niche. Producing 310 kW/500 Nm in S guise, the second-generation GLA 45 is ready to put its Audi RS Q3 rival firmly in its place.

Powered by the M139 2.0-litre turbocharged engine – the most powerful series-produced 4-cylinder car engine in the world – the GLA 45 produces 285 kW and 480 Nm (plus 25 kW and 20 Nm for the S version), thanks to a plethora of technical upgrades compared with its predecessor. The GLA 45 S’s outputs outstrip those of the RS Q3 (294 kW/480 Nm) and BMW X2 M35i (225 kW/450 Nm).

Mercedes-AMG claims the GLA 45 will gallop from 0 to 100 kph in 4.4 sec and go on to a top speed limited to 250 kph (4.3 sec and 270 kph for the S), but interestingly, the Affalterbach division says it has purposely tuned the motor to have “a power delivery akin to a naturally aspirated engine”… Turbocharged engines are renowned for offering maximum twist at low engine speeds, but by contrast, the M139’s peak torque is available from 4 750 to 5 000 rpm (5 000 to 5250 in the S), so drivers are encouraged to exploit the rorty engine’s rev range…

The GLA 45's engine isn't simply a higher-output version of the unit that powered its predecessor, it's been extensively modded.

Apart from the engine being repositioned (the turbo and exhaust manifold are now at the rear of the engine bay, the intake system at the front), it features a 2.1-bar twin-scroll turbocharger (with anti-friction bearings), 2-stage fuel injection, an electronically-controlled wastegate and updated cooling system, with separate water pumps to cool the cylinder head (mechanical) and crankcase (electric).

The motor is mated with an 8-speed AMG Speedshift dual-clutch transmission (operable by steering-wheel-mounted shift paddles, of course) with a Race Start function, a characteristic drive sound with partial ignition interruption when shifting up (South Africans know this particular auditory phenomenon as vrrr-phaa), as well as, when required, automatic double-declutching when changing down.

The addition of AMG Torque Control sees improved traction for the rear wheels, which are favoured by the GLA 45's 4Matic+ setup.

Furthermore, the AMG Performance 4Matic+ all-wheel drivetrain is appended by AMG Torque Control: the rear-axle differential is equipped with a pair of electronically controlled multi-disc clutches, each of which is connected to a driveshaft. This allows the AMG 45 to variably apportion power – not only between the front and rear wheels, but also selectively between the left and right rear wheel.

To help keep the Benz’s 19-inch wheels and tyres (or optional 21s) planted on terra firma, the McPherson-strut front- and 4-link rear suspension is aided by AMG Ride Control adaptive damping with 3 selectable modes (Comfort, Sport, Sport+), while Mercedes-AMG has bolted a lightweight aluminium “shearing plate” underneath the engine and diagonal struts at either end of the underbody to improve the GLA 45's body rigidity.

The GLA 45 was designed to be the most powerful light crossover in the market; it outpunches both its Audi and BMW rivals.

Stopping power comes courtesy of 350-mm front discs with 4-piston fixed calipers and 330-mm discs at the rear, which can be beefed up with the AMG Dynamic Plus package. What’s more, the GLA 45’s integrated agility control facility enables brief braking interventions at inner-rear wheels when cornering at speed for improved body control and quicker, more precise to steering inputs.

There are half a dozen AMG Dynamic Select drive settings to choose from: Slippery, Comfort, Sport, Sport+, Individual and Race, each of which appropriately modify the GLA45’s throttle and shift mapping, all-wheel drive and traction settings, suspension stiffness and the loudness of the active-exhaust sound from those 31-mm pipes.

The GLA 45 benefits from eye-catching AMG detailing and its MBUX comes equipped with model-specific functions and readouts.

In terms of the GLA 45’s exterior execution, as one would expect, it’s not meant for shy and retiring types… Benz’s newcomer stands out by virtue of its standard LED high-performance headlamps, AMG-specific grille, a bulged bonnet, purposefully-sculpted front and rear bumpers (including a diffusor), 2-piece tail light clusters, and a motorsport-inspired wing spoiler.

As is the case in its A45 sibling, there is no shortage of go-faster detailing inside. The front sports seats are trimmed in an MB-Tex-with-Dinamica combination, complemented by coloured double topstitching and trim accents. AMG Performance seats and colour safety belts are optional, but the carbon-fibre inlays and chrome-look pedals are standard.

As for the MBUX infotainment system, drivers can choose between "Classic", "Sport" and "Supersport" AMG display styles for the all-digital instrument cluster and, via the AMG menu, call up various special displays such as gear speed indicator, Warm-up, Set-up, G-Meter, Race Timer and Engine Data.

AMG Performance seats are an extra cost option, as is full leather trim, if that is more to your taste…

Other tantalising extra-cost features include the AMG Performance steering wheel (trimmed in Nappa leather, Dinamica or a mix of Nappa/Dinamica) and the AMG Track Pace data logger. When negotiating a race circuit, the latter continuously monitors more than 80 vehicle-specific data. On top of this, lap and sector times are displayed, as well as the respective difference from a reference time. Because specific display elements are shown in green or red, the driver is able to see at a glance without reading numbers whether they are going faster or slower than their best time.

What’s more, the AMG Track Pace's MBUX Augmented Reality function allows the ideal line of a stored race track to be displayed on the multimedia display or optional head-up display, so that the driver can improve their lap times with the help of "a virtual instructor". We doubt many GLA 45 buyers will ever drive their cars on track, but those who do will absolutely love this gizmo…

The more demure GLA compact crossover range, on which the GLA 45 is based, is expected to arrive in South African showrooms in the coming months (at least by mid-year). As for the GLA 45 and GLA 45 S, they should arrive here before the end of 2020. How much demand there will be for this fiery compact crossover (like its predecessor, it's a very niche offering)? That remains to be seen.

2021 Volkswagen Polo Sedan Revealed

Volkswagen has revealed the all-new Polo Sedan. Sadly, it's for the Russian car market only. Should it come to South Africa?

Volkswagen Russia has released the official details of its new-generation Polo Sedan. It's being offered in that market with a choice of trim levels and several engine outputs. A manual gearbox, 6-speed automatic and 7-speed DSG are offered too. Mechanically, the new Polo sedan will be powered by two versions of VW’s 1.6-litre naturally-aspirated petrol engine, good for either 66- or 80 kW. There will also be a 1.4 TSI engine, producing 92 kW.

The new-generation Volkswagen Polo sedan is longer, wider and higher than the outgoing model and Volkswagen claims the boot space has grown by 90 litres to 550 litres total capacity. Interestingly, Volkswagen says the newcomer boasts a ground clearance of 170 mm to cope with poor quality roads and the vehicle features a tyre pressure monitoring system.

Inside, there's a new seat design, new multifunction steering wheel and the top-spec model gains a digital dashboard and quality infotainment system. It appears Apple CarPlay comes with this model too. In terms of safety, there are 2 airbags, with the option of additional units. There's a very clever boot mechanism which opens like a hatchback, but the vehicle retains its sedan looks.

Polestar Precept Revealed

Swedish electric car brand Polestar has revealed the Precept, showcasing the brand's direction for the future.

“Precept is a declaration, a vision of what Polestar stands for and what makes the brand relevant,” comments Thomas Ingenlath, CEO of Polestar. “The car is a response to the clear challenges our society and industry face. This is not a dream of a distant future, Polestar Precept previews future vehicles and shows how we will apply innovation to minimise our environmental impact."

The Polestar Precept has a wheelbase of 3.1 metres and features high-tech driving aids such as LIDAR. The traditional side mirrors have been replaced by camera units and Polestar claims its Precept 4-door grand tourer focuses on aerodynamic efficiency. Inside, the cabin is crafted from sustainable materials and parts of the interior come from recycled plastic which Polestar says saves weight and reduces plastic waste. In an extraordinary claim, Polestar says its Precept carpets are made from reclaimed fishing nets. The portrait-oriented 15-inch infotainment system comes from Google, who Polestar are working with.

The Polestar Precept will be on display at the 2020 Geneva Motor Show.

Lexus RX 450h SE (2020) Review

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.

Fast Facts

SERIOUS ABOUT BUYING?

Where does it fit in?

How it fares in terms of…

Price and warranty (February 2020)

Verdict

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Toyota has hit the refresh button on its C-HR and we took the opportunity to sample the updated compact family car during its local launch in the Western Cape this week. Take a look at what’s changed and what you can expect from this latest iteration of the C-HR…

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Safer and more connected

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