Our First Ever Youtube Meetup – Cape Town 03 August 2019
On Saturday 3 August Cars.co.za staged our first ever YouTube Meetup – an event designed to celebrate the modified car culture in Cape Town and meet and greet some of the followers and supporters of our Youtube channel. In this video Ciro De Siena meets the owners who have built and look after these special cars.
Cars.co.za supplied the coffee via two coffee trucks and Cape Town offered up some perfect weather. It was great to see that loads of families joined us at the event – we feel like we're helping inspire the next generation of petrolheads.
The event was a success and we thoroughly enjoyed chatting to the owners of these special cars. In attendance were some of the most special hand-built cars Cape Town has to offer, including the almost legendary Speedhunters Super Beetle and Smokem' Garage's Rocketbunny Nissan drift car, both of which are stars of our Launch Control series of videos, links below.
We're aiming to hold this event regularly and the next event will be in Johannesburg, potentially on Saturday 31 August. To register your interest please reach out to us on social media, or email us at [email protected]. The next Cape Town event will be announced thereafter
A huge thank you to everyone who attended and we hope to see you at the next one.
Joburg…We're coming for you soon! Stay tuned to our social media for details!
Porsche has revealed its most powerful SUV, which is now a plug-in hybrid.
The official naming designation for these new vehicles is Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupé. Both are visions of Porsche attempting to bridge the transition between its current range of powerful engines and a future which is going to be seemingly more battery-powered.
Porsche’s renowned 4-litre twin-turbocharged V8 engine runs the same 404 kW state of tune that most followers of the brand will be familiar with, but in the E-Hybrid SUVs, it gains additional impetus thanks to an electric motor.
Total system output is a deeply impressive 500 kW, supported by 900 Nm. Although the additional hybridization technologies have ballooned the Cayenne Turbo S E-Hybrid’s weight to 2490 kg, its performance is startling for a large SUV.
Porsche claims that its most potent plug-in SUV will run 0-100kph in 3.8 seconds and 0-200 kph in 13.2 seconds. Top speed in pure electric drive mode is 135 kph, whilst using the combined drivetrain will see these new turbocharged E-Hybrid Porsche SUVs power to 295 kph.
How does the hybrid system work? It's a mild application of the concept, with a small electric motor integrated into the ZF eight-speed automatic transmission. Feeding this electric motor is a 14.1 kWh lithium-ion battery pack and at peak discharge, the electric elements of Porsche’s new hybrid powertrain can provide an additional 100 kW and 400 Nm.
Performance might be these new hybrid Porsches reason for being, but they are credibly economical too – if driven in the appropriate configuration. Pure electric range totals 40 km of driving and ideal conditions will see combined consumption average to a very low 3.7l/100 km.
Recharging convenience? A domestic home socket will require six hours to fully recharge either the new Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupé.
Faster than any Porsche SUV that has gone before – and with the promise of significantly reduced fuel consumption for those owners who are regularly burdened by a commute mired in traffic, going greener has just become a bit more appealing.
Volvo South Africa has launched its updated XC90 flagship SUV to our market. Here are the specifications and pricing.
The Volvo XC90 is the brand's flagship. It has won global acclaim and won its category in the #CarsAwards – Powered by WesBank. Now for 2019 there's been a minor update. The changes range from new alloy wheels, new exterior colours as well as some visual tweaks. Interestingly, it's now available in a 6-seat configuration.
“The overall impression, both exterior and interior, has a strong connection to the key elements of the Swedish lifestyle: the generous space, the celebration of light and the focus on well-being,” says Greg Maruszewski, Managing Director of Volvo Car South Africa.
The 7-seat Volvo XC90 (and 6-seater) should continue to find fans thanks to its incredible design and well thought out cabin. New for 2019 is the crystal glass gear lever made from Orrefors, a renowned Swedish glassmaker for the T8 as well as diamond-cut controls. The cabin now benefits from a second USB port as well as a P-SIM card slot. Boot space is rated at 1 856 litres of space. There are new materials for the cabin trim too.
Being a Volvo, safety is a massive priority and the XC90 has always been one of the safest cars in the world. The 2020 XC90 features Adaptive Cruise Control, Distance Alert, Lane Keeping Aid, Run-Off Road Mitigation/Protection, Driver Alert Control, Road Sign Information, Electronic Stability Control, Emergency Brake Light, Brakes with Hill Start Assist and Automatic Hold, Automatic braking after a collision, Roll-Over Protection System, Roll Stability Control, reinforced passenger compartment, SIPS side-impact protection system, collapsible steering column, side and dual-stage airbags (for the driver and front passenger), inflatable curtain, whiplash injury protection system and City Safety with Autobrake (which recognises pedestrians, cyclists and large animals).
Volvo XC90 Powertrains
All new Volvo XC90s sold in SA feature 8-speed automatic transmissions as well as all-wheel drive. Kicking off the range are the proven 2.0-litre turbocharged 4-cylinder motors, with the option of petrol and diesel. The D5 produces 173 kW and 480 Nm, with a claimed consumption figure of 5.7 L/100 km. The T5 petrol produces 187 kW and 350 Nm, and is a tad heavier in the consumption stakes, with a claim of 7.6 L/100 km.
The 2.0-litre turbocharged and supercharged T6 produces 235 kW and 400 Nm, with a claimed consumption figure of 8 L/100 km. Finally, at the top of the pile sits the T8 which has an electric motor assisting things. In total there's 300 kW (235 kW + 65 kW) and 640 Nm (400 Nm + 240 Nm). Fuel consumption is claimed at 2.1 L/100km.
At launch, there will be 3 levels of trim: Momentum, Inscription, and R-Design.
Volvo XC90 (2019) Price in South Africa
The facelifted Volvo XC90 is sold in South Africa with a 5 year / 100 000km warranty and maintenance plan (Volvo Plan), 5 years/ unlimited mileage Roadside Assistance, as well as DataDot application.
The new BMW M8 Competition is being put to work as the lead Safety Car for the MotoGP and it made its first appearance at the MotoGP Grand Prix at the Red Bull Ring in Austria this past weekend.
BMW has been supplying safety cars to the MotoGP since 1999 and the latest addition to the safety fleet is the M8 Competition which packs 460 kW and 750 Nm of torque from its 4.4-litre twin-turbocharged V8 engine. Power is directed to all 4 wheels using an 8-speed M Steptronic transmission and a zero to 100 kph sprint time of 3.2 seconds is achievable.
"The BMW M8 and the BMW M8 GTE were developed in parallel, and these racing genes distinguish the BMW M8 models in all areas," said Markus Flasch, President of BMW M GmbH. "That's why it was a logical step for us to choose the BMW M8 Competition as a basis for our new MotoGP safety car. Even in its production version, this high-performance automobile is suited to the racetrack. With its innovative technical features, it is yet another example of our quest to keep pushing the limit upwards. With the BMW M8 MotoGP Safety Car, we are really excited to present a new, powerful lead car for the top tier of motorcycle racing."
The M8 Competition Safety Car is fitted with a number of M Performance Parts, many of which are available to customers. Key M Performance features include a titanium sport exhaust system, carbon tailpipe finisher, carbon rear diffuser and M Performance steering wheel.
The M8 GTE rear wing is hard to miss and the MotoGP livery is particularly striking. The interior features Recaro racing seats with Schroth safety belts and a roll cage with a fire extinguisher.
Do you like the look of the BMW M8 Competition Safety Car?
To celebrate its (current) flagship sedan's 50th anniversary, Jaguar has released a limited number of special-edition XJ50s, of which a handful are expected to reach South Africa. But with the XJ nearly a decade into its model life, can it still compete with its more modern Germans rivals?
We like: Very agile (for a big car), exclusivity
We don't like: limited rear legroom, lags the best in cabin design detail/quality/insulation
Some Jaguar dealers regularly offer specials: Have look here.
Where does it fit in?
Although there are a few reminders dotted around the cabin that you're in a special XJ; the overall XJ50 treatment is quite subtle.
Jaguar's current-generation XJ made its sales debut as far back as 2010, which means that, in modern motoring terms, it's a pretty ancient product. Nevertheless, the car's opinion-splitting design has arguably aged better than most observers expected at the time of the Big Cat's international introduction almost a decade ago, and during the XJ50 3.0D's tenure in our test fleet, it still turned many heads. So, if you're looking for a large luxury sedan, the Jaguar's flagship still appears to have some merit. But what if you want something even more exclusive?
Well, to celebrate the birth of the XJ in 1968, Jaguar announced this special-edition XJ50 in 2018, of which only a few examples are destined to reach South Africa. You'll have to look carefully to spot the differences between this 3.0D version and its standard sibling, and closely examine the test unit's standard features list (with a calculator in hand) to work out whether it represents better value than a standard car (specified with some options), but hey, the very point of a limited-edition derivative is exclusivity, isn't it?
It still turns heads… the Jaguar XJ's controversial styling has arguably aged well.
At the time of its launch in 2010, the XJ copped a lot of criticism for its quirky exterior execution. While the front-end styling was pretty much in line with most modern Jaguars, the designers were seemingly given licence to "knock themselves out" at the rear, where there's an elongated boot section, vertical taillamps that stretch up all the way to near the window line, and then, those blacked-out C-pillars… For some, it was just all too much, but time has been kind to the XJ. Many feel that it has aged well and, in this particular colour, the XJ50 received numerous admiring glances.
But how do you distinguish an XJ50 from "lesser" XJ derivatives? Firstly, the bumpers are usually reserved for the Autobiography derivatives, 19-inch split 7-spoke wheels are fitted, the grille gets the black-mesh treatment and XJ50 badges festoon the boot lid and front fenders. The limited-edition Jaguar is offered in only 4 colours, one of which is Rosello Red, pictured here.
Special wheels and unique XJ50 fender badging help this special edition Jaguar stand out.
Inside, the XJ has probably aged a bit more obviously, because Jaguar's rivals in the first-class sedan segment (Audi A8, BMW 7 Series and Mercedes-Benz S-Class, to name only 3 examples) have really raised the game, tech-wise, in the past few years. Having said that, the Jaguar's interior treatment (characterised by wooden surfaces and leather) looks more traditional, which will appeal to conservative or tradition-bound buyers. We still like the way the walnut strip atop the dashboard joins at the base of the windscreen — it reminds of the bow of an exclusive Riva yacht.
It's certainly plush and supremely comfortable inside the Big Cat; unique interior features include soft-grain diamond-quilted leather with embossed Jaguar Leapers in the headrests, an anniversary logo on the centre armrest, a commemorative plaque at the base of the windscreen, front doorsills illuminated by XJ50 logos and 18-way electrically adjustable front seats with 5 massage programmes.
Although the instrumentation is digital, it lacks the kind of variability and crispness that German rivals offer these days.
Jaguar offers the XJ50 in short- and long-wheelbase forms in South Africa and this test unit is an example of the former. Despite the R100 000 difference in asking price (the longer sedan is more expensive), we would definitely suggest that buyers opt for the LWB version instead (provided they can afford it, of course) because rear legroom is comparatively tight in the SWB (which is, unfortunately, priced similarly to LWB versions of its aforementioned German rivals). The 520 litres of boot volume is, however, on par with the German products' respective capacities.
Comfort & Features
Leather, wood and chrome dominate the luxurious cabin, but in terms of design and quality of materials the XJ now lags the best
When this iteration of the XJ was launched, its interior was regarded as something of a revelation. It offered digital instrumentation when it was still a novelty, for example, and cool ambient lighting created a very special effect at night. The game has moved on, however, and Jaguar's flagship sedan is now bested on the "gadgetry" front, so in some ways, the XJ50 reverts to more traditional Jaguar strengths, such as luxurious leather, lots of wood inlays and plenty of chrome. The seats are superb, the heated/vented front chairs also offer massage functions. Even the rear seats feature heating and cooling. The steering wheel is also heated, which was particularly appreciated during the first cold snap of the Cape winter.
To be fair, the XJ50 offers most of the important advancements in modern infotainment and safety systems. The large touchscreen system is well-stocked with features, navigation is standard and, on the safety side, autonomous emergency braking is standard. Even if it includes traffic-sign recognition, the 12.3-inch digital instrument cluster lacks the layers of information and variability of more modern rivals. More high-tech features such as BMW's gesture control, or the Mercedes-Benz MBUX's digital assistant are missing. Apple CarPlay/Android Auto is available, however.
And while almost the entirety of the dashboard is covered in leather, and there are large walnut wood inlays on the doors, the build quality of the XJ50 3.0D's cabin is not quite up to scratch. The piano black trim feels insubstantial and "creaky", and the door panel on our test unit emitted an irritating intermittent rattle. On a car that costs nearly R2 million, such glitches are rather irksome, if not unforgivable.
Performance & Efficiency
? There are shift paddles, but we doubt many owners would ever use them.
The XJ50 is offered exclusively with Jaguar's 3.0-litre V6 turbodiesel engine mated with an 8-speed automatic transmission driving the rear wheels. The engine delivers peak outputs of 221 kW at 4 000 rpm and 700 Nm of torque at 4 000 rpm – which are still very respectable, even by today's lofty standards. Jaguar claims a 0-100 kph time of 6.2 seconds and, of course, the top speed is limited to "a civilised" 250 kph. So, this Big Cat can get a move on. It's at its best, however, when cruising out on the open road, where its smooth, yet powerful performance is highly impressive.
Fuel efficiency is less impressive, however. Jaguar claims an average consumption figure of 7.0 L/100km, which is significantly higher than those of the 3.0D's rivals and we achieved a figure closer to 9.0 L/100 km. Another criticism is relayed engine sound – the motor emits a nice enough note (for a diesel), but for this level of car we expected the cabin to be quieter. This issue could, however, be related more to a lack of sufficient cabin insulation than engine noise per se.
Ride & Handling
A novelty when it first came out, the rising rotary drive selector is now a Jaguar staple. Select "S" for faster responses.
I first drove the XJ back in 2010 during its launch in Paris. Back then, those knobbly roads highlighted a low-speed ride that was perhaps slightly too much on the firm side, and now, nearly 10 years later, it would appear that not much has changed. A self-levelling rear air suspension setup is standard, but when riding on these 19-inch wheels on the roads in and around Cape Town, the XJ50 3.0D's low-speed stiffness is perhaps still a little bit of an irritation, especially when contrasted with how supple and refined it feels at higher speeds when the Jaguar really hits its stride.
For enthusiastic drivers, there's more fun to be had than you'd expect from such a large turbodiesel-engined limousine. The car dates from a period when Jaguar used to get its control harmonization spot-on – there's beautiful balance and delicate precision in the way it responds to steering, throttle and braking inputs. If you select Sport mode (a simple turn of the transmission controller is all that's required), the XJ50's drivetrain will sharpen up even further to allow that superb 8-speed transmission to make optimal use of the 700 Nm at its disposal.
Price and warranty
The Jaguar XJ50 3.0D SWB sells for R1 823 096 without options (August 2019). As previously explained, the XJ50 has loads of items as standard, but you can still find attractive items on the optional-extras list. Our test unit was specced with Meridian Surround Sound (R8 800) and a 360-degree camera system. Given the relatively small difference in pricing between SWB and LWB (as a percentage), we'd recommend the latter version.
The price includes a 3-year/100 000 km warranty and 5-year/100 000 km maintenance plan.
Verdict
Back in 2010 this rear-end drew a lot of negative comment but now…we think it's aged very well.
The XJ remains a different kind of luxury limo'. Whereas its contemporary rivals use a combination of brute force and advanced tech to win you over in those glitzy showrooms, the Jaguar's true beauty only really comes to the fore out on the road. It's steering is more delicate, its responses more precise and the way it manages to be a car that can be hustled, yet one that is also very supple when you stretch its, um, legs, remains impressive.
But… you can't deny the progress of time. By most luxury car standards (notably efficiency, cabin design/tech and insulation) the XJ lags the likes of the 7 Series and S-Class in particular. And, to be honest, we wish this XJ50 version was just a little bit more special, and not simply the result of a comprehensive specification tickbox exercise. That being said, for committed Jaguar and XJ fans, there isn't much here that's not to like.
Iconic British nameplate enters the bakkie business.
British bakkie brands. With the Land Rover Defender out of production, you’d struggle to name a single British automotive nameplate with a bakkie in its portfolio, but that has changed.
Although MG is now under Chinese ownership, its history and brand equity remains strongly British – invoking images of compact roadsters, with unique styling.
Reflecting the growing demand and business opportunities for all brands to trade in the bakkie market, MG is the latest loadbox product entrant.
This new MG bakkie is called the Extender and marks the brand’s first rear-wheel-drive vehicle since its iconic TF roadster was discontinued, nearly ten years ago.
MG's chassis partner Maxus has done reasonably well in the Australian market. MG is set to launch this Extender in Thailand first.
Chinese conglomerate SAIC owns both MG and the Maxus bakkie brand, so this synergy is not all too surprising. The MG Extender is in fact a badge-engineered Maxus T70, and these Chinese bakkies have given a good amount of themselves in the Australian market – even scoring positive crash safety ratings.
The new MG bakkie range features either extended or double-cab body styles. There are two powertrains options, both with the same basic 2-litre turbodiesel architecture. The single-turbo version is good for 120 kW and 375 Nm, whilst a more potent twin-turbo variant boosts a very impressive 160 kW and 480 Nm.
Four-wheel-drive is standard on the most powerful MG bakkie alternatives, with all models offering buyers the option of either six-speed manual or automatic transmissions.
With its redesigned grille and MG badging, the Extender bakkie is one of China’s best loadbox vehicle designs. The Extender range is also not short of features, with LED headlights, leather seats, a reversing camera and 10-inch touchscreen infotainment system available.
MG has confirmed that its Extender will initially launch in Thailand, with no immediate details of a global rollout thereafter.
Mercedes-Benz V-Class (2019) Specs & Price
Four years since its introduction to the South African market, the W447-generation V-Class has undergone a mild facelift. Although its mechanicals remain the same, the luxury MPV sports aesthetic updates all-round, optional luxury rear seats and added safety features.
Given the refreshed range’s lofty starting price (of in excess of R900k) and the shrinking market for conventional MPVs (let alone full-sized luxury ones), the V-Class’s customer base appears small. However, Mercedes-Benz Vans SA vice-president Nadia Trimmel says the firm “remains convinced that families who place value on an active life, leisure time and a good work-life balance”, as well as “leisure-activity enthusiasts who have the need for a vehicle to transport the most varied types of equipment” are potential customers.
The V-Class boasts what is arguably the sportiest front bumper ever fitted to a people-mover (straight off the showroom floor).
Even if Mercedes-Benz Vans SA might be a bit ambitious in terms of its hopes for significant private-buyer sales of the updated V-Class, we anticipate the newcomer will definitely appeal to companies that provide VIP transport, luxury hotels (shuttle services), high-end tour operators and business owners who need their vehicles for work as well as private use.
In terms of its exterior treatment, the updated V-Class facelift sports a broader-looking front end by virtue of a new front bumper design with revised air inlets, while the grille sports a pair of silver slats and a revised black mesh. If you opt for the AMG-Line trim, the big Benz's grille gains diamond-pattern chrome pins that imbue the V-Class with a decidedly sportier, punchier look.
An updated instrument cluster and modernised trims further enhance the V-Class' luxury car feel from behind the 'wheel.
What’s more, a range of new exterior colours and revised wheel designs (ranging from 17- to 19-inches in size) has been availed to customers. The 17- and 18-inch light-alloy wheels in tremolite grey or black, come with a 5 twin-spoke design and, at the upper end of the new-wheels portfolio, are black-painted 19-inch 10-spoke light-alloy wheels with a high-sheen finish.
As for the bus' interior, the Benz's instrument dials have been refreshed, as have the air vents (they now sport a turbine-look, which will be instantly recognisable to owners of the new A-Class, for example) and the fascia panelling features a twin-stripe look. What's more, various upholstery (including Tartufo Nappa leather) and trim accent (such as piano lacquer, ebony wood, carbon-fibre and brushed aluminium) options are available.
The contoured (optional) middle-row luxury seats offer a host of creature comfort functions…
For buyers looking to specify their V-Class to offer ultimate occupant comfort, middle-row luxury seats can now be specified (at extra cost, of course) in the local market… These seats can be fully reclined and offer a range of massage, as well as heating (and cooling) functions.
Furthermore, the Benz’s suite of safety features has been bolstered with the addition of Active Brake Assist, which detects impending collisions and, if necessary, will intervene by automatically applying the brakes if a driver fails to react to visual/acoustic warnings.
High-Beam Assist Plus, meanwhile, provides optimised illumination of the road. In the event of vehicles in front or oncoming traffic, the LEDs of the main-beam module are partially deactivated, creating a U-shaped cut-out in the cone of light. The remaining areas of the road continue to be illuminated with the main-beam headlamps (partial main beam).
As a limited introductory offer, Mercedes-Benz Vans SA is offering the facelifted V-Class with a 6-year/100 000 km maintenance plan.
Other notable safety features include Crosswind Assist, Attention Assist, as well as the fitment of 6 airbags, ABS with EBD and electronic stability- and traction control.
Unchanged powertrains
In the South African market, the V-Class continues to employ the 2.1-litre turbodiesel engine paired with a 7-speed automatic transmission. Buyers still have the choice between the V200d with 100 kW/300 Nm, the V220d with 120 kW/380 Nm and the V250d with 140 kW/440 Nm. The latter is claimed to accelerate from 0 to 100 kph in an unmatched 9.1 seconds.
Lastly, whereas the V-Class is usually covered by a 5-year/100 000 km maintenance plan, Mercedes-Benz Vans SA is offering all V-Class derivatives with a complimentary top-up to a 6-year/100 000 km plan as a limited special launch offer (August 2019).
Mercedes V-Class (2019) pricing in SA:
V200 d R913 951
V220 d R955 518
V250 d R 1 027 686
V220 d Avantgarde R1 247 819
V250 d Avantgarde R1 292 474
Roush unleashes 500 kW+ Stage 3 Kit for 2019 Mustang
Performance Centres in Centurion and Pietermaritzburg now offer a 529 kW/827 Nm Roush Stage 3 upgrade for the 2019 Ford Mustang 5.0 GT Fastback, replete with a number of mechanical and cosmetic upgrades and backed by a 3-year/60 000 km limited drivetrain warranty.
Performance Centre SA, US tuning firm Roush’s agent in South Africa, has offered several stages of upgrades for Mustang derivatives since 2016 – the year the Blue Oval’s muscle car was introduced in South Africa. Now, to coincide with the recent local introduction of the facelifted Mustang, Performance Centre SA has released details of its ultimate upgrade for the 5.0-litre V8 derivative, which produces 331 kW in standard form.
A host of aerodynamic addenda and racy graphics set the Roush Stage 3 Mustang apart from its standard siblings.
The meteoric hike in maximum power (+198 kW) and torque (+298 Nm) from the standard car to the Roush Stage 3 offering come courtesy of the fitment of a R2650 TVS (Twin Vortices Series) roots-type positive-displacement supercharger, which features Eaton's new twin 4-lobe rotors with an added helix angle of 170-degrees, in combination with newly-designed air inlet as well as outlet ports for the 5.0-litre V8 engine.
Performance Centre SA claims the supercharged setup is preferable to turbocharging because “it provides instant throttle response and… increased power through the engine’s entire power band”. Other benefits include: “enhanced thermal efficiency, higher volumetric capacity, higher operating speeds, more efficient airflow into the engine, and improved noise and vibration characteristics”.
With peak power in excess of 500 kW, the Roush Stage 3 Mustang should offer performance to embarrass some supercars.
Although the US-based tuning firm has not released claimed performance figures (but given the engine’s extreme peak outputs, they should be in another league to the off-the-showroom 5.0 GT), the Stage 3 upgrade looks a lot faster… The bespoke Roush aero package features a high-flow upper grille with an iconic “3” badge, functional bonnet vents, a widened lower grille, chin spoiler with wheel shrouds, a body-coloured rear wing, aero corner pockets, body-side scoops and more.
In terms of finer aesthetic details, the Roush Stage 3 Mustang’s exterior treatment bears an accented hockey-stripe graphic, Roush-branded fenders, -windshield banner, -bonnet graphics and -rear blackout panel, while on the inside, the much-fettled muscle car features a Stage 3 serialised dashboard plaque, as well as branded embroidered floormats, illuminated door-sill plates, black leather upholstery (with either silver or red contrast stitching) and billet performance pedals.
The "hockey stick' black side stripe is complemented by the "Jack Black" Roush-designed 20-inch wheels.
The standard wheels are custom Roush-designed 20-inch items finished in black and wrapped in Continental ExtremeContact tyres. They’re optionally available with ebony or quicksilver finishes, plus buyers can add a number of extras, such as 1-way or 3-way “TrakPak” adjustable coilover suspension setups, or an active exhaust system. The latter allows owners to download a smartphone application to create a customized tone and volume for the Stage 3’s exhaust system, so that they can drive in "stealth mode" or "race mode"… or anything in between.
Performance Centre SA states that each Roush-upgraded vehicle is uniquely serialised and registered on the US firm’s international registry. Each Roush stage (the firm also offers Stage 2 on 5.0-litre and Stage 1 on 2.3-litre Mustangs) has its own M&M Code and, therefore, individual trade and retail "book" values. “Therefore all major banks will finance the upgrade value of your vehicle and insurance companies can insure the full value of the vehicle,” the company said in a statement.
When optioned with an active exhaust system, the Roush Stage 3 Mustang's exhaust note can be tailored to taste (and mood)…
Furthermore, Roush upgrades are fully supported by Ford Motor Company of South Africa. Each vehicle is built and certified by a Ford-accredited Level 3 master technician, is covered by a Ford Protect (3-year/60 000 km) drivetrain warranty and registered on the firm’s “Service 2” system.
Although Performance Centre SA has not released pricing for the Stage 3 kit, the ultimate upgrade on pre-facelift Mustangs was stated at R700 000 (or thereabouts). Should you be interested in procuring the Roush Stage 3 upgrade or other enhancements, visit performancecentre.co.za.
Volkswagen has confirmed that the Mk7 Golf R has ended production, making way for the all-new Volkswagen Golf 8 which is due for a reveal later this year.
The story which first appeared Motor Authoritysaid Volkswagen had finally ceased production of the Golf 7R in preparation of the all-new Volkswagen Golf 8. The Golf R has been a very popular model in South Africa and has had considerable sales successes.
We've been fans of the Volkswagen Golf R and have loved its accessible performance and giant-slaying capability. Packing a 2.0-litre turbocharged 4-cylinder with 228 kW and 400 Nm, the Golf R was a weapon off the line with its quick-shifting gearbox and launch control. Volkswagen claimed a 0-100 kph sprint time of 4.6 seconds and we can imagine how many bigger and more prestigious vehicles were slain by this potent combination.
We've driven pretty much every iteration of Volkswagen Golf R, both 7 and 7.5, including the Akrapovic-equipped units, and have loved them all. The next Volkswagen Golf R is likely to only see the light of day in 2021.
Now's a good chance to get your hands on a great deal as the Volkswagen Golf R is on runout. Browse through stock here.
Update: Volkswagen SA has confirmed that its Golf 7 range will be available well into 2020.
The return of the Toyota Supra has been one of the most widely-discussed topics in petrolhead circles. Developed alongside the BMW Z4 roadster in partnership with the Munich-based firm, the new Supra has an enviable reputation to uphold. Does the 5th-generation coupe deliver sufficient driving thrills and, does it live up to expectations?
We like: Headturning styling, generous spec, power delivery, soundtrack, ride quality, performance
We don't like: We'd have liked a few more Toyota cues in the cabin, there are many BMW bits in there.
Some Toyota dealers regularly offer specials: Have look here.
The GR Supra's exterior design appears muscle-bound but sinuous at the same time; its profile is unmistakable.
Where does it fit in?
Toyota's revival of the Supra name for a product developed in partnership with BMW was always going to be controversial. The Supra recipe calls for a 2-seater coupe, with a straight-6 engine and rear-wheel-drive, which is non-existent in Toyota's current product line-up, so the Japanese turned to specialists in this area, BMW. The collaboration has resulted in a new iteration of the Z4 and the introduction of the GR Supra. GR is the abbreviation for Gazoo Racing, which is Toyota's motorsport division; it has achieved numerous successes, most notably in the 2019 Dakar Rally.
The application of Gazoo Racing branding in roadgoing Toyotas works as follows: GR is standard fare, GR Sport adds mild suspension and cosmetic upgrades, while GRMN is reserved for the most hardcore applications. We've had our first taste of GR, with the Hilux GR Sport and the fiery Yaris GRMN. So seeing as there's GRMN, does this mean the GR Supra will get an even faster version? It's too early to say, but perhaps so.
The rear 3-quarter aspect presents our favourite view of the GR Supra. It's rear-end styling is particularly resolved.
How it fares in terms of…
Performance & Efficiency
First things first: Does the GR Supra deliver the goods in terms of performance? With a mighty B58 3.0-litre 6-cylinder nestled in the engine bay, the numbers make for good reading. The motor produces peak outputs of 250 kW and 500 Nm and Toyota claims its newcomer will sprint from 0 to 100 kph in 4.3 seconds. The 3.0T is also equipped with a launch control system. However, given the cool and damp weather in the Cape area during the test period, we found that dialling up launch control would result in tremendous wheelspin, negating performance. It's far easier and more efficient to launch the car using your right foot to modulate the accelerator, otherwise, the straight-6's sheer torque delivery just overwhelms the rear tyres.
Once the Toyota's moving, its engine revs beautifully and quickly until it reaches the redline just before 7 000 rpm. You don't need to wring the motor's neck either to get the best out of it, either – the turbocharged mill delivers plenty of shove throughout the rev range. But given the glorious noise it produces, it's worth revving it out now and again… There's a majestic howl on the uptake, with plenty of pops and burbles on downshifts. Okay, so it doesn't sound any different to a 6-cylinder BMW performance model, but we don't care. There are only 2 drive modes: Normal and Sport. Sport can be configured to adjust the engine's responsiveness, the damping, the steering wheel – and it most certainly makes the car louder.
The in-gear acceleration of Toyota's newcomer is particularly impressive; its engine and transmission are superbly calibrated.
While Toyota claims a sub-5-second 0-100 kph sprint time, we think the real strength of the Supra's powertrain lies in its sheer flexibility. With 500 Nm on tap and negligible turbo lag, the Supra is a potent weapon when it comes to overtaking. It's spectacularly quick when accelerating from 80 to 120 kph, for example. There's no need to frantically bang down the gearbox either, as the car starts pulling the moment you mash the throttle pedal. When the 'box is in automatic mode, it will kick down predictably, but we did relish shifting manually (with the mounted paddles) for most of the test.
The 8-speed transmission shifts briskly, considering it is not a dual-clutch setup, but a torque converter unit. Thanks to its clever calibration, the 'box shifts crisply and promptly. Interestingly, the shift patterns change as you climb through the rev range in manual mode. Reach for the right shift paddle at low revs and the gears will melt into each other, but when you're pressing on, the shifts engage sharply, along with a reassuring thud.
Oodles of front-end grip and excellent rear-end stability under hard acceleration make the GR Supra particularly wieldy.
Ride & Handling
If there was a recommended recipe for a perfect driver's car, it would need the following ingredients: a 50/50 weight distribution, rear-wheel drive (if only to please the purists), a responsive powertrain and a communicative steering setup. Toyota brand loyalists will be pleased to know that the GR Supra 3.0T comes awfully close to the perfect mix, but, alas, its steering is not perfect. Perhaps as a sop to cruising comfort, the tiller is a touch too light and lacking in feel. To its credit, the rim of the wheel is not as thick as standard BMW M Sport examples; it fits most hands perfectly.
When it comes to tackling a challenging ribbon of asphalt at (let's say) enthusiastic speeds, the GR Supra offers surfeit front-end grip and plenty of sticking power under power, courtesy of its Michelin Super Sport tyres. It instantly instils driver confidence. There's a pleasant directness about the car's cornering characteristics: we noticed little body roll thanks to the new coupe's good torsional rigidity (Toyota claims it's stiffer than the Lexus LFA hypercar) and, thanks to the short wheelbase, the 3.0T feels particularly agile and nimble. For the average driver, that "innate predictability" is a boon: the GR Supra is unlikely to snap into sudden oversteer, unless you deliberately seek it, but even then, it takes some monkey business to get the rear to step out. It's also important to note that the Toyota is around 100 kg lighter than its BMW relative, which helps in the handling stakes.
The GR Sport offers an engaging, yet comfortable driving position and the steering wheel rim is of just the right thickness.
Ride quality is a critical factor in sportscar ownership. While we may dream of putting performance cars through their paces on near-perfect stretches of tarmac every day, the sad reality is that we'll often drive those machines on iffy road surfaces. And while it's important for sportscars to handle direction changes positively (that's why they need firmly-tuned suspensions), cars that regularly jolt or jar their occupants are far from ideal. Well, the GR Supra's ride quality is excellent, compared with other performance cars with similar outputs. We were honestly expecting a crashy, overly-firm ride from Toyota's newcomer, but it's more comfortable to drive daily than some of the hotter, more focused hot hatches on the market.
The GR Supra's overall performance, ride quality and handling dynamics are very well balanced, but what's most impressive is its day-to-day usability. Many times performance cars have dazzled when it comes to the speed, only to come unstuck in stop-start traffic. This is one of the best aspects of the Supra experience: it's comfortable, quiet and refined, irrespective of speed. What's more, is it's one of the few cars that makes you feel that you're driving briskly even when you're barely caressing the throttle. Your drives, be it on back roads or highways, will always be involving.
The Toyota's transmission lever, driving mode- and infotainment consoles will look very familiar to owners of contemporary BMWs.
Design & Packaging
Styling is always going to be a subjective issue – "one man's art is another's trash," as the saying goes… However, there is no denying that the exterior execution of the new GR Supra is utterly distinctive and head-turningly attractive. It thankfully retains some of the design language introduced in the FT-1 Concept from a few years back and Toyota's newcomer looks striking, regardless of which angle you view it from. We're particularly fond of the rear 3-quarter look, which shows off those hips and derriere. It's a strict 2-seater though (there's little chance of anyone fitting in behind the front seats). Commendably, the boot is usefully sized (290 litres); you can squeeze a lot more cargo in there than you think.
Handsome 10-spoke alloys are shod with 19-inch Michelin Pilot Sport tyres. The front-end detailing is subtle, but effective.
Comfort & Features
Available in 2 trim levels for South Africa, the GR Supra we tested was the higher-spec derivative. Also available is the Track version, which does away with some of the luxury features and focuses on further weight saving (ostensibly to ramp up its appeal to driving aficionados). Spec-wise, the top-spec Supra comes liberally equipped with niceties such as navigation, a wireless charging pad, 8.8-inch touchscreen infotainment system, 12-speaker JBL audio setup, a head-up display, adaptive cruise control and leather sports seats (heated and electrically adjustable). In terms of safety, a tyre-pressure monitoring system, reverse-view camera, PDC, blind-spot monitoring as well as pre-collision- and rear cross-traffic alert are fitted.
The driving position is well-balanced: it's suitably engaging (as it should be in a sportscar) yet a driver could easily spend longer journeys behind the 'wheel without suffering too much discomfort. The cabin is neatly laid out and we like the retro-inspired instrument cluster, which looks like it's from an early '90s video game. However, if you're familiar with the interiors of contemporary BMWs, you're bound to recognise many of the GR Supra's buttons and minor controls. The infotainment system, for example, looks like a reskinned version of a previous-gen BMW unit, while much of the Toyota coupe's switchgear (such as the transmission lever and the exterior lighting controls) come straight from the German firm's parts bin.
The infotainment system is very user-friendly, even if its menu system has a certain Teutonic crisp orderliness about it…
While we understand that platform sharing is cost-effective and an integral part of product development for so many car companies, the interior commonality between the Japanese model and its German relative does rob the GR Supra from a distinctly Japanese (JDM, if you will) ambience. Surely there are some nice Lexus/Toyota buttons lying around to give the car a more "Oriental feel" inside? While we're slightly disappointed by a bit "too much BMW" in the newcomer's cabin, the chances are that the vast majority of owners will not care about that and see what the car for what it is: a pure driving tool. That being said, there's nothing wrong with BMW cabin componentry, it exudes a luxury feel and the cabin feels well-made.
Price and warranty (August 2019)
The Toyota GR Supra costs R1 072 300 (Prominent Red), R1 082 300 (Metallic Silver) or R 1 092 300 (Matte Grey), which includes a 4-services/80 000 km service plan and 3-year/100 000 km warranty. Customers can also purchase extended service plans via their Toyota dealer.
When you view the GR Supra from front-on, its gaping, sculpted front spoiler and indented roof instantly add to its kerb appeal.
Verdict
Has Toyota taken BMW's recipe and made it even better? In some ways, yes. While this article focuses on the GR Supra, comparisons with its Z4 relative are inevitable. Past experience with the latter's M40i derivative suggests it's a brash and twitchy proposition when you pile on the pace; it requires dexterous steering inputs and vigilance with the throttle pedal, particularly on damp tarmac. By comparison, the GR Supra, thanks to its lighter mass and greater rigidity, tends to hunker down, grip and go, with minimal fuss, even in less-than-ideal conditions. The balance is superb – at no point do you sense the GR Supra is about to "turn around and bite you" – a fear that did lurk at the back of our minds when piloting the Z4.
While we can accept the use of a BMW straight-6 motor and the ZF-sourced 8-speed transmission (a match made in heaven), it's hard to ignore the plentitude of BMW switchgear in the Toyota's cabin. It's true that the Toyota 86's interior looks much like that of the Subaru BRZ and the Abarth 124 Spider's cabin closely resembles that of the Mazda MX-5. However, the GR Supra is not a rebadged clone of the Z4, that's abundantly clear from its striking and sinuous exterior styling. We just wish that more of the Toyota's distinctiveness could have spilled over into its (albeit smart) interior…
Should you buy one? If you're in the market for a gorgeous, engrossing new sportscar, one that provides an abundance of driving thrills and allows you to rediscover the lost art of driving, then go for it. The GR Supra is an eminent all-rounder. Past experience with performance vehicles suggests that while many of them are adept at tackling mountain passes or racetracks, they're often awful to drive on a daily basis. By contrast, the Toyota is refreshingly refined and happy to potter along at 40 kph in early-morning traffic jams. Its levels of specification and occupant comfort make it more than bearable and, as this reviewer's partner pointed out, "there's enough boot space for a weekend away, and it's not that bumpy". Praise indeed.
Enlarged dual exhaust ends emit a magical mechanical crescendo and the elaborate diffuser creates a delicious race-car look.
In conclusion, Toyota has created an attractive yet potent performer in the GR Supra. The car's easygoing nature made us want to drive it again and again and it notably reminded us that you don't need astonishing power at your right foot's disposal to have a jolly good time behind the wheel. We pitted the 3.0T against the BMW M2 Competition for a video shoot at Killarney and afterwards, our test team members were clamouring for the Supra key – everyone wanted to drive it home. If that doesn't speak volumes for how this car makes you feel, then we don't know what does.
