Uber drivers rejoice, for there is a new Ertiga in the works.
Suzuki has teased a rendering of its new compact seven-seater station wagon, the XL6.
This new XL6 MPV measures 50 mm longer, 40 mm wider and 10 mm taller than the current Ertiga and those numbers should provide for better passenger comfort and superior luggage volumes.
Significant styling upgrades tally LEDs for both the head- and taillights (dramatically improving the overall design), and an all-new fascia, representative of Suzuki’s current global design language.
Suzuki’s cabin architects have added more black trim to the cabin, while ergonomics improve with the introduction of a height-adjustable driver’s seat. The middle-row occupants also benefit from an upgrade to individual seats, with armrests, instead of the Ertiga’s bench.
The most significant interior equipment upgrade is a 7-inch infotainment touchscreen, which is both Apple CarPlay and Android Auto compatible.
General specification includes dual front airbags, brake force assisted ABS and rear parking sensors linked to a reversing camera.
Powering the XL6 is a 1.5-litre four-cylinder petrol engine, good for 78 kW and 138 Nm, driving the front wheels via a five-speed manual or four-speed automatic transmission.
The official global reveal of XL6 is expected later this month, with distribution to individual markets being confirmed after that date.
The all-new Audi A1 is due to be revealed in South Africa in the next month or two, but Ciro de Siena had a chance to meet the newcomer early. Here's a preview of the Audi A1.
The A1 is Audi's gateway into the brand. Now built on the MQB platform, the newcomer is larger than the outgoing model and will be going on sale in the next 2 months. You can see the all-new Audi A1 at the SA Festival of Motoring, being held at Kyalami from 22-25 August 2019.
According to the National Association of Automobile Manufacturers of South Africa (NAAMSA), the declining sales trend persisted during the month of July 2019. Take a look at the new car sales summary below…
2019 has been a tough year for the local car market with retractions being a common theme every month. July was no different and in the event, aggregate domestic sales declined by 3.7% while the passenger car market shrunk by 8.2%.
However, on the positive side, export sales surged by 21.1% and Light Commercial Vehicle (LCV) sales improved by 2.9%.
Ghana Msibi, WesBank Executive Head of Motor commented, “While the small interest rate cut during July was warmly welcomed by industry and consumers alike, it may take some more incentive from the Reserve Bank to jump-start the economy and entice consumers back into the new vehicle market. While small, its effects will be enjoyed by household incomes in the longer term, but another cut before the end of the year would be welcome and effective.”
New Car Sales Summary – July 2019
Aggregate new car sales of 46 077 down by 3.7% (-1 779 units) compared with July 2018.
Passenger car sales of 29 477 down by 8.2% (-2 617 units) compared with July 2018.
LCV sales of 13 852 up by 2.9% (+391 units) compared with July 2018.
Export sales of 34 297 up by 22.1% (+6 216 units) compared with July 2018.
Despite interest rate cuts in July 2019, market conditions remain challenging.
“The economy remains tough,” says Msibi. “Retrenchments across the board are hitting all sectors hard and the motor industry is feeling the effects of significantly reduced spending power. Consumers simply cannot afford to replace their vehicles, never mind enter the market for the first time.”
However, a better second half of the year is expected to materialise and exports will remain strong for the rest of the year with large gains expected.
The Journey Karoo: Opel Crossland X Tackles Swartberg Pass
Cars.co.za, in association with Opel South Africa, will be seeking adventure and fine food in the Karoo for the next episode of The Journey taking place from 6-9 August 2019. Here’s how you can follow The Journey and engage with us on social media!
Since the inception of The Journey (#TheJourneyAfrica) back in 2016, we have visited incredible places and driven countless kilometres in an effort to showcase the diverse natural beauty of South Africa and its people, but also Africa in general, and we hope that The Journey series has inspired you, to get into your car, and experience and savour the world in which you live.
So far, we have explored unforgettable landscapes in South Africa, Namibia, Mozambique and Zambia. We have surfed a wild river wave far from any ocean, ridden waves in the Atlantic and the Indian Ocean, dived for sunken Land Rovers and even scaled mountains in the Drakensberg and Lesotho. The Journey has been amazing, but it’s far from over…
The diesel-propelled Opel Crossland X will be taking The Journey team to Die Hel and back…
For the next iteration of The Journey, we are 'Crosslanding' into the heart of the Karoo behind the wheel of the recently introduced and diesel-powered Opel Crossland X 1.6TD Enjoy. Special guest appearances will be made by talented Karoo chef, Hendry 'Kokkedoor' Olivier, whom you will recognise from the Kokkedoor TV series on kykNET. Fashionista and TV presenter Danine Naidoo will be accompanied by captivating model and actress, The Little Harlequin. Our guests will be hosted by Journey veterans, Cars.co.za Co-Founder, Ross McIlroy and our very own motoring journalist and photographer, Gero Lilleike.
To Die Hel and back! This the first time that we will be going to such a remote location in front-wheel-drive cars and Chef Hendry Olivier will be presiding over the first-ever Journey Karoo Potjiekos Cook-Off that will see guests preparing traditional Karoo recipes in the remote cultural heritage site of Gamkaskloof, also known as ‘Die Hel’, which forms part of the Swartberg Nature Reserve, a World Heritage Site.
The Journey team will also be visiting the well-known Karoo town of Prince Albert as well as traversing the famous and spectacularly beautiful Swartberg Pass.
The Swartberg Pass is roughly 24 km long and was the last major pass constructed by renowned South African road engineer and pioneer, Thomas Bain, in 1884 and was completed in 1887. It's considered to be the crown jewel in Bain’s historically significant roadbuilding career.
The Journey Karoo is taking place from 6-9 August 2019 so be sure to follow the accounts below and track the #TheJourneyAfrica to see what we are getting up to along the way! Please note that due to the remoteness of Die Hel, coverage during The Journey will be limited, but we will do our best to share as much with you along the way as possible.
This T3 R-Design was a finalist in the Premium Compact category of the 2018/19 #CarsAwards and it's one of the most affordable derivatives in the local Volvo XC40 line-up. Nonetheless, it still costs nearly R600 000. Is there enough substance to its undoubted style? Is there merit in choosing such a vehicle equipped with a manual 'box?
We like: Refinement, quality, efficiency, practicality
We don't like: Slightly too firm-riding, you should really rather buy an automatic
Some Volvo dealers regularly offer specials: Have look here.
Where does it fit in?
Stylish, and even more so in R-Design trim, the XC40 remains one of our favourite premium compact crossovers.
For a start, the market for manual-transmission premium crossovers is ridiculously small. According to Lightstone Auto, only 9 XC40 T3 R-Designs have been registered in the first half of the year, one of which we assume is pictured here. And it's not just Volvo… An obvious rival is the BMW X1 sDrive18i (also with a manual transmission), but BMW SA has sold the sum total of 1 (yes… ONE), of them in the first 6 months of 2019.
And that's it… The new Audi Q3 will arrive on the local market soon and we already have pricing for the Ingolstadt-based firm's local line-up – check it out here – there won't be a manual derivative. We're pretty sure the next-generation Mercedes-Benz GLA won't be offered with a clutch pedal, either. So… we guess that if you really don't want an automatic, then at least the Swedes are catering to your preference. But, given the indications from the market (sales figures), we wouldn't be surprised if this particular variant quietly disappears from the price lists in the coming months/years.
All of which makes this review quite tricky. So, we're going to look at the XC40 T3 R-Design in general, without focusing too much on the manual transmission (which is pretty good, to be clear), and imagine that you'd rather buy the automatic, which costs only about R30 000 more.
With its striking design, dual-tone finish and large wheels, the XC40's design hides very practical packaging.
We're big fans of the design of the XC40 – it simultaneously manages to look premium and youthful, and its overall appeal is enhanced by the R-Design package. So equipped, most of the accented features become gloss or matte black, and you also get the dual-tone exterior paint finish that works so well with this car's design. R-Design brings 19-inch wheels as standard, but our test unit featured even larger 20-inch items (R15 500). The wheels look the part, but they may play a role in the slightly too-firm ride – remember R-Design includes a slightly firmer "Sport" suspension.
Compared with the more basic Momentum specification, the cabin of the T3 R-Design is suitably more "posh". It feels like a quality product from the moment you take a seat behind the height/reach adjustable, leather-wrapped steering wheel. Leather upholstery is standard on this derivative, and adds significantly to the overall premium ambience, as do the standard digital instrumentation and large Sensus infotainment touchscreen.
But strip away the veneer of what is undoubtedly a very stylish offering, and you're left with a car that also offers impressive practicality. It's spacious all-round (rear legroom, in particular, is quite impressive), and the load bay is a sizeable 460 litres, expanding to 1 336 litres with the rear seats folded down. Suffice to say the XC40 is clearly not just a pretty face… it also can function as a practical – yet very stylish – family car, with aplomb.
Comfort & Features
Quality and "interesting" material choices imbue the XC40 cabin with a premium, but fun air.
For nearly R600 000 (base price) the T3 R-Design represents a decently equipped vehicle, although there are plenty of nice-to-have features that remain on the optional extras list. Still, leather upholstery is standard, the front seats feature electric adjustment (and memory for the driver), and there's a more comprehensive smartphone integration system included in the price, as well as an inductive charging pad.
You also get dual-zone climate control (operated via the Sensus touchscreen), cruise control, rear park assist, keyless entry, navigation and a whole raft of safety systems; 7 airbags, ABS with EBD, ESP, hill-hold, hill-descent control, lane-keep assistance and Isofix child-seat anchorages for the outer rear seats.
The seating position is superb, and it's likely to be that way for a driver of almost any size, because the steering column covers a generous range of rake- and reach adjustment, and the front seats (with manually extending cushions) are highly adjustable too. It is clear that careful attention to detail was paid to the layout of the cabin and particularly storage spaces – a well-sized pad is located close to charging outlets (2 x USB ports), plus the door pockets are sizeable and, in the case of our test unit, featured neat, durable-looking black carpeting. Nice touches abound…
Performance & Efficiency
Equipped with a 6-speed manual transmission, this XC40 is claimed to consume an average of 6.3 L/100 km.
The XC40 appears quite compact in the metal, but it's longer and wider than a Mini Countryman, to name but 1 example, and every bit as large as the more conventionally-styled BMW X1. This means it's no lightweight – its kerb weight of 1 497 kg actually makes it heavier than the entry-level X1 derivative. So the plucky 1.5-litre 3-cylinder turbopetrol underneath the Gothenberger's bonnet will clearly have its work cut out for it…
Having said that, the XC40 makes admirable use of the peak outputs (120 kW and 265 Nm of torque) at its disposal. Maximum torque is available from 1 850 to 3 850 rpm, and if you use the gearbox considerately, you will rarely stray out of the motor's ideal powerband. That said, most drivers will definitely miss having a self-shifter, particularly in typical city-traffic situations. Volvo claims a 0-100 kph time of 9.3 seconds and a 200-kph top speed, but all you need to take away from that is that the XC40 comfortably – and surprisingly, quietly – reaches swift speeds.
One of the most important characteristics of this downsized motor is fuel efficiency. Volvo claims a consumption figure of 6.3 L/100 km; we achieved an indicated 7.8 L/100 km, but we still rate that as good, considering the mixed driving conditions the test unit endured during its time in our fleet.
Ride & Handling
The going is by no means harsh, but the XC40 rides better with the standard suspension and smaller wheels.
The XC40 is one of the higher-riding compact premium crossovers, with a ground clearance of 211 mm (compared with the Mini Clubman's 165 mm). The seating position is also quite high, so from behind the 'wheel you feel like you're in command of a bigger vehicle than you are. And yet, the XC40 never lumbers like an unwieldy SUV – it feels light and nimble. There's also a lovely uniformity to the way its controls are harmonised, and consequently, the Volvo makes an impression of quality, refinement and comfort. But its excellence could be further boosted by 2 things, however…
Firstly, though the ride is well-controlled, it's just a tad too firm on poor surfaces. It might be possible to achieve greater suppleness in your XC40 by not opting for the Sport suspension (part of R-Design) and bigger wheels fitted to this particular test unit. Secondly, while the manual 'box is a good one, we can't quite understand why this derivative exists, because an automatic transmission would far better suit the character of this vehicle.
Price and warranty
The Volvo XC40 T3 R-Design costs R565 400 as standard, but there are many options to consider. The striking Fusion Red metallic of this test car is a R2 950 option, and the bigger wheels (which we would not recommend, unless an overly firm ride quality would not bother you) cost R15 500. There are also 3 comprehensive packs to choose from that bundle together attractive features, but you can individually specify items, such as a front and rear park assist setup (R5 750), a reverse-view camera (R6 400) and a high-performance Harman/Kardon audio system (R10 750).
The standard price includes a 5-year/100 000 km warranty and 5-year/100 000 km maintenance plan which is, of course, excellent.
Verdict
Given its all-round excellence, the XC40 deserves to sell in far greater numbers. But we'd suggest opting for an automatic derivative.
The Volvo XC40 has not garnered so many award nominations (and reaped the silverware, in many cases) without good reason. More practical than, say, a BMW X2, and more stylish than, say, a BMW X1, it strikes a perfect balance between practicality and stylishness. We can't really think of a reason why you should buy this manual-transmission variant, however, but we can recommend this car, in automatic guise, without hesitation.
Ford is going big and betting on the future of a massive petrol V8.
In a global automotive supply chain where engines are getting smaller and vehicles electrifying, Ford has shown it has no fear of being contrarian, very contrarian…
The American brand’s bakkie business is a crucial aspect of its profitability and to keep customers happy, Ford is now going to build an enormous naturally aspirated V8 engine.
This new petrol engine has been engineered specifically for heavy-hauling duty in Ford’s F-Series bakkies. It makes relatively modest power for its capacity and will be available in 2 grades, with the more powerful version curiously destined for Ford’s smaller F-250 and F-350 bakkies, and the less potent V8 doing duty in the huge F-450 and F-550 bakkies.
Displacing 7.3-litres, Ford’s new V8 is the largest new mass production petrol engine revealed in a very long time. It features oversized main bearings, sitting on a forged steel crankshaft, and special piston cooling jets to keep combustion temperatures lower when hauling heavy loads. Like many large capacity American V8 engines, it does not feature overhead camshafts but instead secures valve actuation by a pushrod system.
The lower output version peaks at 261 kW and 645 Nm, whilst a more potent grade of the 7.3-litre petrol V8 is good for 320 kW ad 644 Nm. And yes, it is curious that the lower power engine makes a smidge more torque, but those are the figures that Ford has confirmed.
Proving the adaptability of Ford’s 10-speed automatic, which does duty in the local Ranger, Everest and Mustang product lines, the 7.3-litre V8 will be available with this transmission – which should make towing heavy rigs, an absolute breeze.
Although Ford’s new 7.3-litre V8 makes very little power for its displacement, the marketing impetus is exceptional engine longevity – especially for those bakkie owners who work their vehicles hard by towing massive loads.
If you have not done so yet, give our Ford Ranger Raptor video a watch, it's awesome!
Few of us believed it would ever happen, but Lexus has introduced performance rivals to the Audi RS5, BMW M4 and Mercedes-AMG C63 Coupe in the local market. The RC F and its Track Edition sibling go about their business in very different ways – we drove them on track and KZN's back roads to get a feel for the Japanese speed merchants.
What is it?
The RC F and the RC F Track Edition are the first Lexus performance cars to be sold in South Africa since a couple of LFA supercars were quietly delivered to (very) well-heeled enthusiasts in Mzansi a number of years ago. Think of them, if you will, as Lexus' foils to the BMW M4 and M4 CS/Competition, or Mercedes-AMG's C63 and C63 S. These 2-door coupes focus on performance thrills, aural excitement and engaging handling.
Under their bonnets you'll find a 5.0-litre V8 with no turbocharger/s – that’s correct, the pair utilise nothing but good old-fashioned natural aspiration to power them down the road. Power is then sent only to the rear wheels via an 8-speed auto 'box, while the front wheels deal with the steering.
The RC F Track Edition comes with a fixed rear wing and Titanium exhaust tips.
The Track Edition is easily distinguishable by its carbon fibre reinforced plastic (CFRP) bonnet, roof and static rear wing. It also gets lighter 19-inch wheels, carbon-ceramic Brembos and a red Alcantara interior. The standard RC F, by contrast, comes equipped with a (relatively demure) rear wing that pops up at 80 kph, is available with a wider array of exterior colour choices and its interior is trimmed in tasteful leather.
While performance figures, design and pricing will no doubt flag the RC F and RC F Track Edition as rivals to the RS5, M4, C63 and their more track-focused derivatives (BMW and Mercedes-AMG), they're very different to their German rivals; even a little bit old-school, especially in terms of the engine they share. The art of natural aspiration has been lost in the quest for performance and efficiency gains. We can’t blame manufacturers for going that route, but when it comes to pure sensation, sound and skin tingling excitement, you still can’t beat a high revving naturally-fed engine.
Natural aspiration, no turbo(s). More of these in performance cars, please.
The 5.0-litre V8 under the bonnet of the RC F and RC F Track Edition deals out respectable power: 351 kW, even if the 530 Nm of torque is the same as a Ford Mustang 5.0 GT. The motor delivers that power more responsively and more progressively than a turbocharged mill, which tends to kick you in the back all in one go. The immediate response from the throttle is refreshing, and it's a rewarding challenge to work the shift paddles to keep the revs high, where the power is. Revs top out just over 7 100 rpm, but I would have liked an extra 500 rpm, just to hear it howl a little longer.
The engine sound itself is unencumbered by turbos and exhaust flaps; Lexus has not resorted to piping in "manufactured" engine sounds like some members of the forced-induction brigade. It sounds true, raw and with the Track Edition, you get Titanium pipes (with tell-tale blue exhaust tips) that emit a more metallic, high-pitched wail. The standard RC F has a more typical V8 growl to it. But this is a Japanese V8 though, not an American V8 – so don’t expect a muscle car belch and cough when you rev it to high heaven. It sings from an opera, but dubbed over a Jimmy Page guitar solo.
Is it any good to drive?
The standard RC F looks more subtle than the RC F Track Edition and weighs 80 kg more.
The RC F is not going to challenge BMW or AMG for lap records around a track. It’s not as pinpoint accurate as the M4 and not as powerful or brutish as the C63, for example. Character-wise, it's closer to the RS5, to be completely honest. The RC F knows full well that it’s a Lexus, so it’s a little bit softer-sprung and, a result, has a pliant ride quality. It’s a better daily driver than the aforementioned cars and certainly easier to live with. For the driving-enthusiast, it may lack the last little bit of edge that makes it an apex-eater and corner-dispenser, but for the most part, it does an acceptable job. The steering could do with a bit more feel from the front wheels and that would probably make it more engaging at speed as well.
Comparatively, the RC F Track Edition (with its carbon bits, lightened wheels and special brakes) feels much more like a track weapon than the standard car. The steering still lacks feel, but the front end responds quicker and there’s marginally less body roll. We were turning hot laps at Dezzi Raceway, where the corners are taken at medium-speed and are quite long (they seem neverending!), which is brutal on the cars' front tyres.
The RC F is heavy (it weighs in at 1.7 tonnes, in fact) and you feel that in long corners and direction changes. You have to wait for a few extra tenths of a second before you can get back on the power or for it the car to settle before you can feed in the throttle again. Thankfully the loud pedal is beautifully responsive and rear traction excellent. There is fun to be had on the way out of corners, however. The rear end will step out of line if provoked, but with such a long powerband, you can keep your foot in it and drag out extended (and more manageable) slides than in turbo cars.
What else is interesting?
Analogue speedo on the right feels redundant with the bigger digital version in the centre.
The interior of the RC F and RC F Track Edition is typically Lexus: well-made, luxurious and superbly insulated from exterior-, road- and wind noise. The instrument binnacle mixes a digital rev counter and kph readout with a separate analogue speedometer that feels superfluous as your eyes tend to focus on the central readout. That space could be better used to display other info or to create a bit more space between all the dials.
To engage the driving modes you have to reach over the transmission lever and twiddle the rotary dial, which is a little awkward. The infotainment system itself requires time and patience to figure out and acclimatise to – but that’s a bugbear across the Lexus range, not just an RC F issue…
Track Edition gets these semi Alcantara seats, in red!
The RC F comes with a very inclusive maintenance plan. There’s a 7-yr/105 000 km warranty and 7yr/105 000 km maintenance plan with very few exclusions. In fact, if you take the RC F or RC F Track Edition to the track it doesn’t void the warranty and what’s more, if your brakes are shot, Lexus SA claims they’ll replace them for you under the maintenance plan! Well, that awfully nice of them to offer. Wouldn't you agree, petrolheads?
Summary
The RC F is a good blend of performance and everyday usability. Did we mention it sounds great?
The Lexus RC F is quite refreshing – it combines a dollop of old-school performance with modern design and satisfactory dynamics. But the engine is undoubtedly the star of the show. The naturally aspirated 5.0-litre V8 under the bonnet is more responsive than a hair-trigger, it sings a haunting, tear-jerker of a tune at high revs and propels the coupe to heady speeds fast enough to get you fizzing in the driver’s seat.
Dynamically the Lexus is not a match for its German rivals, but it’s good enough that only the very best driver would pick up its weaknesses. It’s firmly-sprung, but rides comfortably enough, like a road-going business class-based coupe needs to be. It’s not trying to set lap records, but it is sufficiently fast and there’s fun to be had if you like to provoke the rear-end to step out from time to time.
The RC F Track Edition is certainly the more exciting car to drive, but it costs a lot more money – nearly R700k more, in fact. The standard RC F is better value (if there is such a thing at R1.3 million) and aside from the visual drama, doesn’t lack for fun factor. If you’re looking for an alternative to the RS5/M4/C63 brigade, then the Lexus pair offers real-world options that don’t disappoint.
The updated Ford Mustang has now arrived in South Africa and we've had a chance to drive the newcomer. Also added to the mix is the fearsome Mustang Bullitt – a limited-edition muscle car that tugs at your heartstrings. Is the facelifted Ford Mustang worthy of your attention or should you seek your performance thrills elsewhere?
The Mustang is one of the world's most famous vehicle nameplates, an icon of the North American auto industry that's woven into popular culture. Ford's muscle car has been around since the Sixties, but it took some time to make its way to South Africa, at least in an official capacity… We had to wait until 2016 before the Mustang, in right-hand-drive guise, appeared on Mzansi's new vehicle price lists. Dripping in character and charm, the Mustang represents an emotional (and, for some buyers, a nostalgic) purchasing proposition and we can fully understand why petrolheads quickly snapped up the first consignment of units delivered to South Africa. A Mustang with a growling V8 under its "hood" represents a champion of the blue-collar brigade – "a working-class hero", to quote John Lennon. It had a few build-quality issues, but we were prepared to cut it some slack.
Now, for 2019, the Ford Mustang has been revised. As before, it's available as a "Fastback" coupe and convertible and powered by either a 2.3-litre Ecoboost or 5.0-litre V8 petrol engine. Now we've grown accustomed to its presence in our market, does it still enthral us in the way it did in 2016?
What's new?
The sharper looking Ford Mustang is joined by the limited edition Bullitt
Just look at it. We imagine the brief to Ford's designers for the 2019 car was straightforward: "Just make it look more badass". In fact, Ford South Africa unapologetically claimed the new car's face was inspired by none other than Darth Vader! The 2019 version boasts new headlamp clusters, a revised grille and an awesome sloping (and vented) bonnet. Under the sheet metal, there's some smart tech in the way of adaptive damping, a revised chassis, semi-autonomous safety systems, as well as selectable driving modes. Ford has stiffened the Mustang's rear suspension to reduce body flex and fitted thicker anti-roll bars to sharpen up the handling. The V8 version gains quad exhaust pipes and they're not just for show…
An all-new instrument cluster is the first thing you'll see when you step inside
Inside, the first thing you'll notice is the all-digital instrument cluster, which complements the touchscreen infotainment system in the fascia. Not only does it look crisp and smart, but its layout changes completely when you toggle between the car's driving modes. If you select Race Track mode, for example, the rev counter becomes a horizontal band – a tribute to classic '60s Mustangs and the coolest retro touch ever! The newcomer is also well-specced… Luxury features include heated/cooled leather seats, adaptive cruise control, SYNC3 infotainment with 2 USB ports, Apple Carplay and Android Auto compatibility, as well as a B&O audio system. Ford further claims that it has improved the quality of some of the cabin materials.
Such retro goodness!
Engine choices
Both the 2.3-litre 4-cylinder Ecoboost turbopetrol and naturally-aspirated 5.0-litre V8 have been tweaked for 2019. With peak outputs of 213 kW and 441 Nm of torque, the 2.3-litre EcoBoost motor produces 20 kW less, but 11 Nm more than its predecessor. The 5.0-litre V8, in turn, produces an additional 25 kW but 1 Nm less than before (for 331 kW and 529 Nm). Both engines are now exclusively mated with the new 10-speed automatic transmission, because derivatives with a 6-speed manual gearbox are no longer offered in South Africa, well, apart from the limited-edition Bullitt.
The Ford Mustang is available in both Convertible and Fastback coupe body styles
Performance?
We're glad you asked. Detractors may sneer at the 2.3-litre EcoBoost motor because "it's missing 4 cylinders" (or something to that effect), but with a claimed 0-to-100 kph time of 5.8 seconds, it may not sound like a classic Mustang, but it surely performs better than its entry-level predecessors. As for the crowd-pleasing V8, Ford claims 5.0-litre derivatives can hit 100 kph from a standstill in just 4.8 seconds. Both versions have fair top-end claims too; the 2.3-litre Ecoboost has a stated Vmax of 233 kph, while its V8-powered sibling has an electronically-limited top speed of 250 kph.
Quad exhausts sing the magical V8 song
What's it like to drive?
Our launch route comprised vast swathes of open tarmac, including remote roads and serpentine mountain passes – they were ideal to test the cruising and dynamic abilities of the Mustang. First up I drove a 2.3 Convertible. It's difficult to take a liking to the 4 cylinder because the V8 is such a charismatic powerplant, but we understand the Ecoboost's role in the line-up. It delivers decent mid-range punch and credible in-gear acceleration, but while the 10-speed transmission does an admirable job of swapping cogs, the Ecoboost-engined derivative does not score highly in terms of driver engagement. For that, we'd recommend switching to a sportier driving mode and utilising the 'wheel-mounted shift paddles.
It's comfortable on the open road, but it does lack the precision offered by benchmark performers
It's near impossible not be blinded by the allure of the Mustang badge, but the car does have its shortcomings. The Convertible, for example, suffers from a common affliction of ragtop vehicles – it tends to shimmy and wobble when it traverses uneven road surfaces, including bumps and dips. Scuttle shake is not unique to the Mustang (the phenomenon is caused by a loss of rigidity due to the lack of a solid roof), but it's still disappointing. The steering has some heft to it, but lacks feedback when you're pressing on (we'd say it's acceptable considering Ford isn't marketing its Mustang as an out-and-out sportscar). The ride quality is not up to sportscar standards either; Ford chose to focus on comfort rather than overt sportiness.
But then we had the chance to sample a 5.0 GT Fastback! With middling peak torque of 529 Nm (by modern V8-engined sportscar standards) at its disposal, one could be forgiven for thinking the Mustang's transmission has 2 (or even 3) ratios too many, but somehow the powertrain works well. Irrespective of whether it is installed in the 2.3 or 5.0, the transmission is well calibrated to cleverly select the right ratios for virtually every driving situation, and despite the fact that is not a dual-clutch unit, the 'box is quite responsive and quick-changing in its more aggressive driving modes.
Another benefit of the 10-speed 'box is better-than-expected fuel economy. On our return leg, which admittedly consisted of open road cruising, the trip computer in the 5.0-litre Fastback returned a figure of 10 L/100 km. We reckon if you drove really conservatively, 9 L/100 km is achievable.
The Mustang in its natural territory: open road cruising
The respective driving modes make quite a difference to the Mustang's demeanour. The efficiency-minded Normal mode is ideal for the daily commute, but when you select Sport or Sport+, the exhaust valves open and you're treated to a delightful mechanical soundtrack. Not only does the V8 rumble at idle, but it emits a grin-inducing howl at high revs that can be heard from some distance away. It's a good thing Ford has created a startup sequence named "Good Neighbour" mode, which fires up the motor in the quietest way possible. Or, you could be like us and start the morning with the Ford in Race Track mode (and its exhaust in full voice), just to remind everyone in the neighbourhood the Mustang is around!
Is the 2019 Mustang the most precise performance vehicle we've ever sampled? No. At a similar price for the 5.0 GT Fastback, you can jump into a Porsche 718 Cayman S, which will run rings around the Ford. But then you don't have to thrash the Mustang to gain maximum enjoyment from it –that's why so many people would love to park one in their garage. It's happy to cruise through traffic with its V8 lazily burbling away, but always at the ready to deliver delicious shove when you need to overtake. Also, few cars this side of a Lamborghini attract as much attention. The launch took place in and around Montagu in the Western Cape and the townsfolk may indeed be talking about "the week the Mustangs came" for years to come.
It's Bullitt time!
What an instant classic the Bullitt will turn out to be!
We also had an all-too-brief stint in the Ford Mustang Bullitt. Built to celebrate that iconic car chase scene featuring a 1968 Ford Mustang Fastback GT 390 in the film of the same name, this limited-edition Mustang is only available with a 6-speed manual gearbox, delivers a few extra horses, has a bespoke exhaust setup and a higher top speed. It's only available in a green or black finish and features unique touches, such as black wheels with red callipers, while the cabin gains a Bullitt-branded steering wheel, sportier seats and bespoke graphics on the instrument cluster.
Green lighting and a Bullitt steering wheel add to the cool factor
As few as 50 units of the Mustang Bullitt have been earmarked for South Africa and the chances are that most (if not all) have been snapped up. What's it like to drive? Well, compared with the 5.0 GT Fastback, this is an animal! In the age of digitally-assisted launch starts and lightning-fast dual-clutch gearboxes, the Bullitt reminded us of what it's like to drive properly. It demands your full attention and makes you work hard for your driving thrills. There's no such thing as a relaxing cruise in the Bullitt and it requires real effort to get the best from it. The clutch pedal travel is long, as is the throw of the gear lever. In its most aggressive driving mode, the Bullitt has a cacophonous exhaust note that's bound to upset the snooty neighbours! It has a B&O audio system, but who cares when you have such a majestic orchestra emanating from the Ford's quad-tip exhausts?
Verdict
Dripping in old school charm, the Ford Mustang is a must-have in our dream garages
It's sad, in a way, that we live in a world dominated by stats and data. The outright engine outputs and performance figures of the respective derivatives in the 2019 Mustang line-up are likely to be lambasted and derided by motoring enthusiasts who are traditionally fans of German performance- or sportscars. Granted, products that fall into the latter grouping are comparatively faster and more sophisticated, but they cannot match the magnetic charm and easygoing character of the Ford. There's nothing quite like it and the gentle rumble of the 5.0-litre V8 has such a magical ability to bring smiles to onlookers' faces. Its build quality and finishes still aren't great, but the range is competitively priced. It's a real challenge to dislike the Mustang because of the way it makes you feel. We're delighted it exists, even though muscle cars are on borrowed time.
Should you buy one? If you're looking for a new car priced under a million Rand that can effectively announce to the world that all your blood, sweat and tears have finally paid off, this would be it. The Mustang is one of a few cars equally adored by princes and paupers. Just go for broke and get the V8 for the most authentic Mustang experience, you won't regret it. It's not perfect, but we won't care. Any colour will do, as long as it's the V8.
In terms of options, there are some alloy wheels to choose from as well as adaptive damping for the 5.0 GT. The pricing below includes VAT and emissions tax.
Ford Mustang 2.3 Fastback R768 000
Ford Mustang 2.3 Convertible R831 000
Ford Mustang 5.0 GT Fastback R915 800
Ford Mustang 5.0 GT Convertible R978 400
Ford Mustang Bullitt 5.0 V8 GT Fastback R995 400
Spy Shots: 2020 BMW M2 CS On Track
We're one step closer to the reveal of the BMW M2 CS. Here are even more tantalising details.
Spotted undergoing performance testing at the Nurburgring was this BMW M2 CS prototype. Our spy photographers always send us some info along with the images and the big news they shared is the presence of a 6-speed manual gearbox! When it comes to market, the BMW M2 CS will be packing more power and torque, as well as a lower kerb weight. This will be the most hardcore iteration of the BMW M2 and should provide the purest form of driving. The recipe sounds glorious: a 3.0-litre turbocharged 6-cylinder driving the rear wheels packaged in a lightweight coupe body.
Our photographers also said there was a pure Alcantara steering wheel and hardcore race seats in the front. On the exterior, there will also be a carbon fibre roof. For those of you who were disappointed by the downsizing of the BMW M135i xDrive, you can rejoice as we think this new BMW M2 CS will be the perfect rival to the recently-revealed Mercedes-AMG A45 S.
As for power, outputs are yet to be confirmed, but we suspect the car will use an uprated version of the current 3.0-litre turbocharged 6-cylinder. In Competition trim, it delivers 302 kW and 550 Nm. We know this engine is capable of more, as demonstrated by the BMW M3/M4 Competition which had 331 kW. We don't think the M2 CS will offer that much to avoid standing on sibling's toes, but it could be close.
Lexus introduces the very sporty RC F and track-focused RC F Track Edition to SA. It's pricey but sure to stand out in a crowd.
The RC F range comprises style with substance as the coupe aims to please the eye as well as the hardened track enthusiast. The refreshed lineup makes use of a single engine, namely the 5.0-litre naturally aspirated V8 that thumps out a claimed 351 kW and 530 Nm. Zero to 100 kph is dispatched in 4.5 seconds for RC F and 4.3 seconds for RC F Track Edition.
Lexus models with ‘F’ badges are performance-oriented and thus, the RC F is lighter and more capable dynamically. On the Track Edition, the claim is that it is up to 80 kg lighter thanks to a carbon fibre bonnet and roof. Carbon ceramic Brembos are used to stop the RC F and Michelin Pilot Sport 4S rubber stick it to the tarmac.
The Track Edition also benefits from some added aero aids like a rear diffuser and fixed rear wing. Final tweaks are then made to the suspension to make it handle better and roll less when cornering with enthusiasm. Lexus claims it tapped into its motorsport division and took aerodynamic elements from the GT500 and GT3 race cars. The Track Edition also features a carbon-fibre reinforced plastic (CFRP) bonnet and roof to reduce weight by 9 kg.
All RC F versions feature an expansive 10.3-inch widescreen centre display featuring satellite navigation, digital radio and Bluetooth® phone and audio streaming including voice recognition. A 17-speaker Mark Levinson audio system is also added. The seats are heated and ventilated, while on the safety side of things, the vehicle features the Lexus Safety System+ suite of driving aids: Pre-crash (Brake Synchronised) safety system with pedestrian detection, Standard-Adaptive Cruise Control, lane-departure warning with steering assist and LED-Automatic High Beam. Also thrown in are Blind-spot monitor, reversing camera, front clearance and rear parking sonars and rear cross-traffic alert.
Lexus Sales and Marketing Vice President, Glenn Crompton says the RC F and RC F Track Edition make a formidable pair in the performance-enthused South Africa market: "Offering an aggressively-priced RC F and a more aggressively dynamic RC F Track Edition is an ideal twin-strategy in this performance-loving South Africa market," Crompton adds. "These highly sophisticated, proudly-unique normally-aspirated V8-powered coupes have never been better represented than after such comprehensive upgrades." The new RC F range is available at Lexus dealerships now. Allocation of the RC F Track Edition is strictly limited."
Pricing
Both the RC F and RC F Track Edition come with the Lexus 7-year / 105 000 km warranty and full maintenance plan. The vehicle’s service intervals are at every 15 000km, alternatively every 12 months.
