As anticipation for the reveal of Land Rover’s new Defender grows, the British off-road vehicle specialist has announced an official upgrade for its existing carpark of Defenders. Production might have ended in 2016, but Land Rover is not allowing the opportunity to reengage and profit from existing Defenders owners pass it by.
If you own a Defender built between 1994 and 2016 Land Rover’s very own classic workshop has a selection of design and engineering upgrades available for your vehicle. The exterior enhancements are limited to ‘Classic Works’ door badges and 18-inch Sawtooth design alloy wheels. Behind those wheels you can order more powerful brakes and significantly improved suspension.
Nearing the specification of Land Rover’s limited-edition Defender V8 Works, the suspension and brake upgrade is only applicable to vehicles newer than 2007. It tallies more rebound resistant coil spring rates, high volume dampers and new anti-roll bars, links and bushes. What will be of most interest to owners of the 2.2-litre turbodiesel Defender models is an official Land Rover sanctioned power boost for the engine. This kit releases 30kW of additional power to peak 120kW and 463Nm. Those numbers enable Defender to run a true top speed of 170kph, which should be novel and terrifying all the same.
At a time of great disruption for the British automotive industry, the Land Rover Classic upgrade kit will be applied to vehicles at a special workshop in Essen, Germany, in addition to Land Rover's own Coventry facility. These upgrades are also only applicable to the 90 and 110 wheelbase Defenders, precluding you from potentially building a 170kph capable 130 double-cab. The option for South African Defender owners, relating to the classic upgrade kit, remains unclear.
The award-winning Vitara compact crossover gains Suzuki's punchy and efficient BoosterJet engine.
Suzuki updated its award-winning Vitara earlier this year with a raft of cosmetic changes, trim upgrades and some additional infotainment and comfort features. You can read more about those details here. Now, however, the line-up gains new flagship models in the shape of 2 variants powered by the marque's new 1.4L turbopetrol, dubbed the BoosterJet. Available exclusively in top-of-the-line GLX trim, you can have either a 6-speed manual (R378 900) or a 6-speed automatic (R397 900), the latter also offering paddle shifters.
The engine delivers 103 kW at 5 500rpm and a healthy 220 Nm of torque from 1 500 to 4 000 rpm. This results in a vehicle that is significantly more responsive than the continuing 1.6L petrol derivatives. Impressively, Suzuki still claims an excellent combined cycle fuel consumption figure of 5.8 L/100km for the manual-transmission model, and 5.9L/100km for the automatic.
Comprehensively specified and featuring a full suite of safety and infotainment features, the GLX offers a lot of car for the money.
I spent most of the day in the manual and suspect that a realistic real-world consumption figure is in the region of 7L/100km, which is still very good indeed. The test route included some badly rutted gravel sections, too, and once again came away impressed with the solidity of the Vitara – it's certainly not just a city slicker. As a compact family car, it continues to make a lot of sense, with a practically shaped/sized boot and decent rear passenger space (we travelled as a group of four above-average height males). Just a pity there are no rear ventilation outlets.
Still, overall, I can see it mounting a strong challenge in the upcoming iteration of the Cars.co.za Consumer Awards – Powered by WesBank, where it won the Compact Family Car crown in the 2017/18 competition.
Comprehensive features
Offered exclusively in GLX trim, the new Vitara Turbo can be ordered in seven dual-tone colours.
GLX specification is very comprehensive and there are more interesting colours (and colour combinations) to choose from at this spec level too. You get 17-inch alloy wheels and the choice of 5 solid body colours or seven dual-tone combinations (I am quite partial to the metallic blue body combined with black roof option). LED lights are used front and rear, and there are satin silver roof rails and chrome accenting in the grille.
Inside, there is a 7-inch touchscreen infotainment system that doubles as a display for the rear-view camera, and which offers complete mobile integration with Apple CarPlay, Android Auto and MirrorLink systems. The updated Vitara's classier cabin materials (particularly the soft-touch upper facia panel) are joined by smart leather/suede combination upholstery, cruise control (with a speed-limiting function), front/rear park distance control, auto lights and auto wipers, among many others.
The safety package is equally comprehensive, with 7 airbags, ABS with BAS/EBD, ESP (electronic stability control) and rear Isofix child seat anchorage points.
Suzuki Vitara pricing in South Africa
The newcomers join the existing range and comes standard with the promotional 5-years/200 000km warranty and 4-years/60 000 km service plan.
Its predecessors attracted such a cult following that there is a considerable weight of expectation on the (broader) shoulders of the turbocharged Suzuki Swift Sport. Now that the newcomer has finally been made available in South Africa, we were keen to find out: Has the Swift Sport retained its verve, or grown up too much for its own good?
When it comes to determining what makes a great driver's car, or even a "fun-to-drive" car, there are various measurable yardsticks – peak power, or, more to the point: where in the rev range it's developed, 0-100 kph times, and even just plain old top speed, are some of them.
Judged against any of those measurables, the new Suzuki Swift Sport is hardly likely to induce sweaty-palmed excitement. But then, it's always been that way. The Swift Sport recipe is different and it's one that has yielded the previous 2 iterations of the little scorcher a cult following. A blend of throttle adjustability, chassis balance and a zingy, high-rev power delivery provides genuine sportscar-like thrills at a fraction of the price.
Twin large exhaust outlets and a faux carbonfibre diffuser make the Swift Sport easy to spot from behind.
This new model marks a departure from the norm for the um, swiftest of the Swifts, however. The main change is that it trades that zesty high-revving naturally aspirated powerplant for a grunty turbocharged one. That's a rather fundamental change, isn't it? Does it mean that the new, 3rd-generation car has matured into a refined, warm hatch, from the effervescent little "Jack Russell on wheels" it used to be?
We visited the Red Star Raceway in Gauteng to find out…
First… the facts
Firstly, let's get some of those aforementioned measurables out of the way. The new turbocharged 1.4-litre direct-injection "BoosterJet" engine delivers 103 kW at 5 500 rpm (only 3 kW more than before), and 230 Nm between 2 500 and 3 500 rpm – that's a 70 Nm jump in peak torque. Suzuki Auto SA claims a 0-100 kph time of 8 seconds and 205-kph top speed for the 3rd-gen Swift Sport. The newcomer is offered with either a 6-speed manual or 6-speed automatic (with paddle shifters) transmission and the performance figures quoted for them are identical.
Significantly lighter than before and with far more torque, the Swift Sport is a delight on a tight, twisty track.
But there's a key figure we haven't mentioned yet: kerb weight. The new Swift Sport tips the scales at only 970 kg, that's a full 90 kg lighter than before. This gives it the new car an impressive power/weight ratio (106.2kW/tonne) and means that, theoretically at least, it should be able to trade punches with cars that offer more outright power… rivals such as the Opel Corsa GSi, Mini Cooper S and… yes, even the VW Polo GTI.
I was fortunate enough to be allocated a manual Swift Sport for the track session, and the instructor told us that we should aim to do the entire lap in 4th gear, because the power delivery was so linear and strong from low down. I had my doubts but nearly 10 laps later I must admit that it started to sound less like PR speak, and more like reality. The torque may start peaking at around 2 500 rpm, but there's a lot lower down as well, so the Swift Sport pulls very strongly out of slow corners and, yes, indeed, even in 4th gear. The newcomer certainly has sufficient grunt in reserve, but some enthusiasts will undoubtedly miss the wring-it-by-its-neck nature of its predecessor. This new engine makes it almost too easy to extract performance!
What about the handling?
Grippy sports seats look the part and also provide sufficient lateral support in the twisties. Black/red theme carried throughout.
For the sake of testing the Swift Sport's transmission, I did start playing around with ratios other than 4th, however. This is a car that still offers a high degree of "chuckability" or, to put it another way: you (almost always) feel that you can carry almost silly speeds into corners and quell any understeer with a quick lift of your right foot from the throttle pedal. The gearshift action could perhaps be a little sharper – it feels slightly vague/rubbery as the lever slots in the gate, but overall this car quickly instils confidence in its abilities. Sadly I only got to drive the new 6-speed automatic during a gymkhana session, which is not really the best place to evaluate a transmission. Let's hope we get our hands on a test unit soon.
To create the Swift Sport, Suzuki's engineers didn't simply fit a turbocharged engine to the standard hatchback and leave it at that. The company again approached Monroe to develop shock absorbers specifically for the Sport derivative, which are claimed to counter body roll and deliver more progressive understeer in the corners. I can certainly vouch for the latter claim: it's been a while since I've driven on such a tight, twisty track and I regularly found myself entering corners way too fast and, while the front tyres certainly squealed in protest on occasions, it was all easy to correct.
LED lights are used front and rear and the Swift Sport has a slightly more protruding grille.
The Swift Sport also has thicker anti-roll bars, an integrated single-unit solution for the wheel hub and bearings, as well as increased spring and damper rates at the front. There is a unique trailing arm suspension at the rear, which is said to improve tracking between the front and rear wheels.
On a track (where we were advised to stick to 4th gear, remember?) hard braking was obviously not of tremendous importance, but we later also participated in a gymkhana session where we punished the thicker/bigger front ventilated discs and rear solid discs. The fastest gymkhana time was achieved by a driver in the 3rd and last group (there were numerous media representatives at the event), so it seems the brakes are up to the job.
Best bang-for-buck?
Suzuki has priced the newcomer at R315 900 (manual) and R335 900 (automatic), which includes of a 5-year/200 000km promotional warranty and 4-year/60 000km service plan. For your money, you're getting a fully-loaded vehicle, with standard features such as a touchscreen infotainment system (with integrated reverse-view camera display), Apple CarPlay/Android Auto, cruise control, climate control and a full suite of safety features.
Black and red theme for the racy cabin, but note standard touch-screen and extra LCD display between dials.
Make of the exterior design what you will – I'm quite partial to it in the Champion Yellow colour finish – but, in terms of differentiating the Swift Sport from its lesser siblings, you get 16-inch alloy wheels, a "carbon-fibre" front splitter, side skirts and rear diffuser, a pair of blingy tailpipes, a different grille, LED front and taillamps, and a subtle wing spoiler.
Inside, there are grippy new seats, and subtle red accenting to remind you that you're seated in something special. Serious petrolheads will also appreciate the digital display that can be configured to display values such as boost- or oil pressure.
But none of those features really matter where we drove the car during the launch (on the track only), and while they do add to the showroom appeal of the car, and will for some help justify the price, the reality is this… those fripperies (gimmicks, even, if you were to be cynical) are representative of a car that Suzuki hopes will appeal to a wider audience than the circle of near-fanatical fans that its predecessors attracted.
Summary
Different in character, but still fun, the new Swift Sport offers a compelling purchasing argument for any petrolhead.
Yes, guys (and gals) in other cars may beat you in traffic lights grands prix… in fact, it's highly likely that they will. Their cars will make crowd-pleasing farting noises while yours, unfortunately, doesn't have a particularly distinctive sound at all. If that matters, then this is not the car for you.
However… if finding joy in the simple act of driving a car briskly is what you're after, then you should give the Swift Sport a long, hard look. You know what I'm talking about… you're not driving to get from A to B, but you're out there just to enjoy your driving. That's where the ever-engaging Swift Sport beats anything in its price range. But now it also gets you from A to B in greater comfort and refinement than before when you need that.
Yes, so while some of the cheeky, pugnacious and "or-die-trying" character of its predecessors has been lost and, as a consequence, this 3rd-generation car might struggle to achieve the same fanatical following as previous Swift Sports, its priced and packaged in a way that makes it far less compromised as a package. And, all the while, it still retains a healthy dose of that "immeasurable" X-factor that previous models had.
Mercedes-AMG A45 S (2019) International Launch Review
Why did Mercedes-AMG develop its 2.0-litre 4-pot to produce near-ludicrous peak outputs of 310 kW and 500 Nm? Well, so that the engine could power the flagship of the W177-generation A-Class, which (again) moves performance goalposts in the "hyper hatchback" segment… We headed to the ex-F1 Jarama circuit in Spain to sample the A45 S.
What’s new?
First shown at the recent Goodwood Festival of Speed, the A45 S is the first 45-series Mercedes-AMG to be spun from the new A-Class. The A35 has had a month or 2 to shine, but now it’s time for the real McCoy to grab the limelight, which few would argue it doesn't deserve. The headline news is that the newcomer's 2.0-litre 4-cylinder turbopetrol develops no less than 310 kW and 500 Nm of torque. Those numbers see the Benz leave the hot hatch brigade well in its wake and move towards the realm of the hyper hatch; its an engineering achievement that beggars belief.
Don't confuse this with the A35, this one gets the full Panamericana grille.
The A45 S – the only version of the W177 A45 hatchback that will be released in South Africa – has undergone a raft of improvements to optimise its handling, performance and even comfort. It doesn’t appear to be all about statistics and numbers with this version, either: Mercedes-AMG seems to have endeavoured to transform the A45 from an electronically-aided marvel to more of a driver-focused machine. Has Affalterbach succeeded?
The A45's potent powerplant is nothing short of a gem; it's positioned differently to the comparatively mild 2.0-litre motor in the A35 (turned by 180 degrees, with its turbocharger and exhausts at the back and the intake facing towards the front bumper). This configuration aids aerodynamics and shortens piping distances. The twin-scroll turbocharger has been cranked up to boost to 2.1 bar (it’s where the bulk of the performance gain comes from), while new roller-bearings within the turbo's internals allow it to spin up faster and reach optimal pressure sooner, which reduces turbo-lag.
In action, the enhancements prove… extremely effective! The responsiveness and immediacy of power delivery when exiting corners with the A45 S is quite unlike any turbocharged petrol engine that I’ve driven to date (well, at least ones without electric assistance). The motor easily spools up to 7 200 rpm, where the acceleration sensation just starts to taper, before you summon the next gear and the surge repeats with renewed brute force.
Intake at the front exhausts at the back, it's turned 180 degrees compared to A35.
The engineers have attempted to give this engine a unique soundtrack and the way they've gone about it is the product of a fair bit of hocus pocus. The sound is conjured up through a combination of exhaust flaps that open up as well as special engine sensors that pump actual engine sound into the cabin. When out on the road, short bursts of acceleration make the A45 S sound beastly, really raspy and loud, much like you’d expect from a shouty hatchback with flared arches, a front splitter, rear diffuser and 4 exhaust ends. On track, when you’re on maximum throttle for long periods, it’s a bit droney and tiresome, but come off the throttle (while in Sport plus or Race mode) and it'll rattle off a hilarious volley of cracks and backfires.
All of this translates into some manic acceleration times, as you may imagine. If you utilise launch control in Race Mode, the A45 S will propel itself from 0 to 100 kph in a ballistic 3.9 seconds – it marks the first time one of the German Big 3 (Audi, BMW and Mercedes-Benz) officially claim to scrape under the 4-second barrier with a compact performance model. The 8-speed dual-clutch ‘box fires though shifts with the ferocity of an '80s headmaster’s cane. Downshifts are met with rev blips, but are engaged with alarming speed, especially when using the manual paddle shifters.
Okay, so the original A45 had a few issues, many of which we've reported on. Its ride quality was overly rigid (almost bouncy at times) and it wasn’t very involving to pilot – the whole driving experience seemed to revolve around the front differential helping to steer the car out of corners.
Fortunately, the new A45 S represents a vast departure from its predecessor in terms of its general demeanour. The newcomer's body is admittedly fundamentally stiffer and its suspension is still taut, but not in a way that it jolts its occupants around or skips across uneven surfaces. Out in the hills around Madrid, the roads wind for tens of kilometres; they're perfect for getting into a rhythm and assessing the nuances of the new A45 S’ handling talents. The front end bites more than before, reducing some corner-entry push and increasing agility when changing direction. It still requires soft, guiding inputs to alter direction, more so than in hot hatches like a Fiesta ST or Megane RS, which can be "thrown about" merrily, if at lower speeds.
The ride is much-improved from the bumpy and crashy previous generation.
Much of the improved handling can be attributed to the talents of the A45 S' new differential, which can divert torque to individual rear wheels, where before it could only send it fore or aft. To put it another way: you can now achieve power-on oversteer in an all-wheel-drive hatchback. The Jarama circuit starts with 3 alternating slow-speed hairpins and with the bitier front-end you can snap up an apex and then bury the throttle early. Instead of boring understeer (so characteristic of AWD hatches) the rear actually starts to come around in a controlled easy-to-catch slide. It adds another, unexpected, element to driving the A45 S. Previously, it lacked the driver engagement of the rear-wheel-drive BMW M2, but now there’s something less predictable about going fast in the flagship A-Class. It's also equipped with a Drift Mode, which adapts the ESP to facilitate power slides.
If the slidey stuff doesn’t interest you, simply slip the drive mode back into Sport or even Sport Plus and let that confidence-inspiring 4Matic all-wheel-drive system ensure that all 4 corners of the A45 S remain in check/solidly-glued to the road. The steering deserves more credit than most electrically assisted setups for providing good feel and feedback; although it weights up artificially the more angle you apply, it feels quite natural.
The A45 S interior can be specced with yellow stitching, stripes and an Alcantara wheel.
There are notable changes to the interior. Keenly-eyed observers will note the rotary dial within the steering wheel and the adjacent toggle buttons. The rotary dial deals with the driving modes, making it easy to scroll through modes without having to peer at the transmission tunnel. The toggle buttons on the left allow for transmission adjustments, exhaust loudness, suspension setup and traction control settings. It’s a clever, uncomplicated solution, but it feels plasticky to touch where it could have been rubberised or even metallic. The iffy finish lets down an otherwise intuitive design.
Meanwhile, onboard data logging is becoming a must-have for modern performance cars. Evidently, some owners don't only want to flail and cane their performance machines on race circuits; they want to record electronic records to prove their track work and compare their lap times (and other herculean feats achieved by their cars, such as g-force) with other drivers. The AMG Track Pace system tracks all performance telemetry, which you can download to your phone/computer for closer inspection later on. It will also sync video footage to the telemetry if you use your phone’s camera.
This steering-wheel-mounted dial lets you quickly scroll through driving modes. It feels a bit too plasticky to operate, however.
As for the quality of front-passenger accommodation, the Mercedes-AMG single-piece man-made leather sports seats are comfortable and offer ample lateral support. The sporty ambience is heightened by the flat-bottomed steering wheel covered in dimpled leather. This can be upgraded to Alcantara at extra cost and there’s the option of adding yellow stripes to the seats, steering wheel and centre-console stitching. It ups the sporty atmosphere in the cabin, but, as with most of Benz’s current A-Class derivatives, the fit-and-finish and material choices could be more luxurious.
Summary
Overall the A45 S feels more engaging to drive than its immediate predecessor, which was already a very rapid car.
Whereas the Mercedes-AMG A45 S' predecessor was a potent performer, it proved a bit of a blunt instrument when driven on a track. By contrast, the new more powerful and, therefore, faster W177 version offers much-improved dynamics, rides less harshly on public roads and is better to drive on an everyday basis. On a track (with Race Mode engaged) you can play around with the rear end under power while the front- is more eager to turn in. Plus, the new differential adds an extra dimension to the A45 S it didn’t have before – drift mode should facilitate raucous fun on a skid pan.
To sum it all up, the newcomer's engine is a technological masterpiece. It somehow produces tremendous outputs while all-but-banishing boost lag from its turbocharged setup. As a whole, the A45 S feels more engaging to drive and more of a driver’s car than ever before. Qualms about interior quality aside, this AMG is wholly better than its predecessor and deserves a seat at the head of the table in the battle for hyper-hatch supremacy.
Mini Clubman JCW (2019) International Launch Review
Mini has rejuvenated its Clubman compact 'wagon (or 6-door hatchback, if you really want to split hairs about it) and the Oxford-based marque is gearing up to bring its most potent version, the Clubman John Cooper Works (JCW), to South Africa before the end of 2019. Gero Lilleike travelled to Frankfurt, Germany to give it a whirl…
The year 2019 is quite a significant one for the Mini brand, which is celebrating 60 years of producing fun-to-drive cars and instilling youthful energy into thousands upon thousands of nostalgia-enthused car buyers across the world. But whereas the original Mini was designed to bring compact car transportation to the masses, the current iteration of the iconic British marque is more of a niche brand that caters to particular tastes in terms of design. And, while its products may not be for everyone, performance remains a key deliverable and plays a vital role in the brand's success story.
While we eagerly await the full reveal and arrival of the latest Mini JCW GP, which looks like a properly focused track toy, the latest Mini Clubman JCW has the same engine as the GP and we were eager to see how it performs. Europe was experiencing a heatwave last week and Frankfurt was boiling at over 40°C – a record for the German city. Was the Clubman JCW responsible for bringing the heat? We were keen to find out…
Better looks, more power
A major increase in power and torque is a key highlight of this latest Clubman JCW. The Union Jack taillight design is a nice touch too…
The aesthetic changes to the Clubman are subtle. A keen eye would notice the newly designed grille flanked by revised LED Matrix headlights as well as the unique Union Jack taillight design, which are the key identifiers for this latest Clubman. Exterior colours, mirror cap choices, wheel designs, exterior trim packs and interior trim and leather options have also been revised and expanded to meet the needs of potential buyers.
The big news for the Clubman, however, pertains to the JCW derivative, which boasts a host of exciting upgrades, the most notable of which are sizeable increases in its peak power and torque outputs. By virtue of its thoroughly redesigned twin-turbocharged 2.0-litre 4 cylinder petrol engine, the Clubman JCW's now produces 55 kW and 100 Nm more than the outgoing version, with outputs totalling 225 kW and 450 Nm, which is mightily impressive. In fact, this powerplant makes the Clubman JCW the most powerful road-going Mini in the brand’s 60-year history…
Decisively sportier than the outgoing version, the latest Clubman JCW is 1.4 seconds quicker from standstill to 100 kph.
The Clubman JCW's potent motor is mated with a new 8-speed Steptronic transmission, which works in conjunction with an integrated font-axle differential lock and a revised ALL4 all-wheel-drive system. Mini claims a 0 to 100 kph sprint time of 4.9 seconds for this version, which is 1.4 seconds faster to the mark than the previous Clubman JCW. It’s also the first time that a Mini’s top speed has been electronically limited to 250 kph.
What's more, chassis strengthening measures and a revised sport braking system all contribute to improved performance and hot-hatch aficionados may be happy to know that the Clubman JCW comes equipped with a sport suspension, which lowers the vehicle by 10 mm, as well as an adaptive damping system. Lastly, a new model-specific sports exhaust system is fitted to provide added aural pleasure via the 95-mm dual tailpipes.
On paper, this all sounds tantalising, but how does it perform on the road?
What’s it like to drive?
The engine is impressively refined and power delivery is commendable thanks to a slick new 8-speed transmission.
Mini utilised the KlassikStadt in Frankfurt as a base for the international launch event of the Clubman JCW and the media contingent was duly set loose to complete a 190-km route, which would take us through Frankfurt city, on the autobahn and through windy roads in the German countryside.
Of course, the newcomer's interior is familiar and youthful in that unmistakably-Mini way. At start-up, the Clubman JCW emits a throaty thrum as its exhaust ends warm the air with a low hum. Like in South Africa, the road quality around Frankfurt is generally uneven and the firm, sporty suspension setup immediately makes its presence felt over poor sections of road, but thankfully it isn't overly intrusive.
Acceleration from standstill is impressive and when left to its own devices, the transmission delivers quick, smooth and seamless shifts. The throttle is responsive to inputs and the Clubman JCW feels sprightly on its rubber. I got the distinct sense that it wanted to stretch its legs…
30 kph…
As I turn onto the freeway with a long, straight span of tar before me, I select Sport mode and bury my foot deep into the right corner of the Clubman JCW's driver's footwell. The Mini barely hesitates and lunges forward with intent. The exhaust sounds racy, but to my surprise, it doesn’t emit crackles or barks. As my fingers work the steering wheel-mounted shift paddles, the JCW gathers pace. Gears flick by with direct, well-timed shifts.
150 kph…
The Mini's acceleration feels so effortlessly refined. The speed piles on.
180 kph…
The Clubman JCW's forward thrust just keeps going, it seems relentless. The newcomer feels solid, comfortable, unphased, predictable.
200 kph…
I come to my senses and tap off to a gentle cruise at 180 kph with little effort, if at all. Only in Germany can you legally drive a car in this manner.
We turn off the highway and head into the countryside, passing through a series of small German towns along the way. The speed limit is restricted but the sinewy sections of tar shed light on the Clubman JCW’s ability to claw through corners, something it does with reassuring confidence, which is a product of a well-sorted all-wheel-drive system, which, in conjunction with Dynamic Stability Control (DSC), is able to calculate and apportion power to the front and rear wheel wheels as required to ensure maximum dynamic ability in relation to the driving situation. Furthermore, the steering is communicative and the car's front end bites into corners with precision. It feels fun and playful, just like a Mini should feel.
Not much has changed inside the Clubman. The sport seats are comfy and the cabin has youthful appeal.
For the second half of the drive, I have time to reflect on the JCW Clubman's interior from the passenger seat, which happens to be well-bolstered and heated – not that I could be bothered to test the latter function in the sweltering heat. The dual-zone climate control was working overtime and the large, central 6.5-inch infotainment touchscreen system, with integrated navigation (optional), prevented us from getting lost in the German countryside forever (note that the system can also be controlled using the familiar Mini Controller on the centre console). The funky, changeable light-surround adds splashes of colour to the interior; I felt at least 10 years being shaved off my age by just by looking at it. It’s so disco…
At a stopover, I slide onto the back seat to test rear passenger space and find space is ample in all directions. Open the unique double-door tailgate and a 360-litre luggage bay is at your disposal, expanding to 1 250 litres if you fold the rear seats down. So yes, the Clubman JCW is practical too…
Final ramblings
The Clubman JCW is undoubtedly fun to drive, but the subdued exhaust note was underwhelming. Just a little louder please, Mini.
In the blink of an eye, our drive was over and it was time to head back to South Africa. Just hours later, at 37 000 feet in the air and rocketing south at 900 kph, I reflect on the merits of this latest Mini Clubman JCW…
I am deeply impressed with the performance of the Mini. It's fast (courtesy of a magnificent engine), refined and clearly competent through the twisty stuff. There’s a lot to like about the Clubman JCW, but I can’t help but think that there is something missing, as if it fails to land a knockout punch.
Perhaps it was the Clubman JCW's muffled soundtrack that planted the seed of doubt in my mind. I honestly expected more drama or perhaps a greater sense of occasion when I flicked the drive mode switch into Sport and mashed the Mini's throttle pedal. Instead, I was treated to a car that sounds good and performs admirably, but the overall driving experience just wasn’t eventful enough to match my (and I feel that of many others') perception of what a JCW derivative is supposed to be: an unashamedly sporty, loud and slightly unhinged car that oozes youthful rebellion. Perhaps ever-tightening European noise regulations are to blame and Mini's engineers felt inclined to dial back on the pops and bangs to prevent suburban pooches from piping up into a barking frenzy and ruining people's peaceful rest on Sundays… My response? "If it’s too loud, you’re too old."
The updated Clubman is expected to arrive in South Africa towards the end of 2019 (Q4). The local range will start with the Cooper Clubman powered by a 1.5-litre 3-cylinder turbopetrol engine with 110 kW and 220 Nm of torque. The Cooper Clubman S will up the ante with a 2.0-litre turbopetrol engine developing 141 kW and 280 Nm of torque and of course, the Clubman JCW will top the range. See pricing for the range below…
Mini Clubman Price in SA
Cooper Clubman – R433 000
Cooper S Clubman – R519 000
Clubman All4 JCW – R642 000
A 2-year/unlimited warranty and 5-year/100 000 km maintenance plan will be offered as standard.
The facelifted version of the Ford Mustang has arrived in South Africa! Here are specification and pricing details for the newcomer.
The Ford Mustang has been updated for 2019 and the changes are significant. The Ford Mustang will be available in South Africa in 5 flavours including coupe and convertible derivatives, with the choice of either the 2.3-litre 4-cylinder turbocharged petrol engine or the 5.0-litre naturally-aspirated V8 petrol motor. The Mustang Bullitt special edition is also on offer.
The 2.3-litre turbocharged 4-cylinder produces 213 kW and 440 Nm, while the mighty 5.0-litre V8 engine packs 331 kW and 529 Nm. Power goes to the rear wheels via a new 10-speed automatic transmission. The Mustang Bullitt, on the other hand, makes 338 kW and 529 Nm. The 2.3 Fastback will hit 100 kph in a claimed 5.5 seconds, while the 5.0 GT Fastback does the same sprint in 4.3 seconds. The convertibles do the 0-100 kph dash in a claimed 5.7 seconds and 4.5 seconds respectively.
Inside, there are new trims for the seats, updated infotainment system, and an all-new digital dashboard. The new Mustang can be spotted with its new-look front end, revised grille, sporty bonnet, and new-look headlights. Under the skin, there's a revised chassis, the option of adaptive damping dubbed 'MagneRide', and an active exhaust system.
Look out for our impressions from the local launch this week and feast your eyes on the prices below. We think the Mustang has become quite a bargain at under R1 million.
The new digital dashboard of the facelifted Ford Mustang which is due for imminent release
Updated Ford Mustang Price in South Africa (July 2019)
In terms of options, there are some alloy wheels to choose from as well as adaptive damping for the 5.0 GT at a cost of R15 300. 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
Tesla founder Elon Musk has claimed his Tesla bakkie will be revealed in 2 to 3 months. Here's what we know.
Electric carmaker Tesla has been battling with production issues, but that's not stopping the company from launching all-new vehicles. A while ago founder Elon Musk announced that Tesla would be building a bakkie. It was teased once, back in March 2019 – the image shown was barely legible and the project went a bit quiet. Until now.
Musk is active on Twitter and often answers product-related questions directed at him. An enthusiast enquired about the forthcoming Tesla product and Musk replied:
So there you have it, direct from the big boss' mouth. As for the Tesla bakkie, the claimed stats make for fascinating reading. Tesla is claiming its new bakkie will retail for under $50 000 (Ford F-150 is $28 115) so it's priced a little on the premium side of things. To differentiate it from the segment, Tesla is claiming it will handle like a Porsche 911, offer no fewer than 6 seats, boast a range of between 645-800 km and be able to tow 136 000 kg, and that last figure is not a typo.
The electric bakkie segment is due to kick off in the next few years as Ford recently showcased the towing potential of an all-electric F-150 bakkie, General Motors is working on an electric bakkie and then there's Rivian – an all-electric bakkie/SUV company.
Porsche reveals its most basic version of the new 992-series.
The latest 911 Carrera is available as both a coupe and cabriolet, broadening Porsche’s rear-engined vehicle range is an entry-level offering.
Distinguishing these Carrera models from other 911s are their exhausts. All other 911s feature a grouping of twin exhaust ends, whilst these baby Carreras only have two exhausts (instead of four).
Wheels and brakes are also slightly smaller in diameter, with the Carrera rolling 19-inch alloy rims. Beyond the abovementioned details, all other 911 styling and design features remain the same.
The most pronounced change is above the rear axle, where the Carrera variants are powered by a less potent version of Porsche’s 3-litre, twin-turbocharged, flat-six engine. Boosting 283 kW and 450 Nm, these Carreras are 16% less powerful than Porsche’s 911 ‘S’ models.
These entry models only get 2 individual exhaust outlets.
That does not mean they are slow. With Porsche’s eight-speed dual-clutch transmission the new 911 Carrera runs 0-100 kph in 4 seconds, with that number becoming even swifter, at 3.8 seconds, if you option the Sport Chrono package.
Standard features include Porsche’s active suspension management system with adaptive dampers and the company’s ingenious ‘wet-mode’ brakes, which detect moist road conditions and accordingly adjust the ESP and ABS intervention parameters.
Although the Carrera will be Porsche’s entry-point to the 911 range when it goes on sale, buyers can still option niceties such as larger wheels (20- or 21-inches), ceramic brakes and even twin-exhaust ends. These upgrades effectively make the Carrera more of an ‘S’ car in appearance, if not quite engine output and performance.
Korean giants Kia and Hyundai are reportedly working on a double-cab bakkie to rival the established players in the segment. Will it be a legitimate contender or a white elephant like the Mercedes-Benz X-Class? Here's what we know so far.
The story first appeared on Australian website CarsGuide, and it suggests that Kia and Hyundai will be offering a double-cab bakkie to the Australian market as early as 2022. Kia Australia's Chief Operating Officer Damien Meredith told the publication that the project hadn't just been approved, but is already underway. "Work has begun,” said Meredith. “We’re talking about a dual-cab, a single-cab – what we’ve requested is the full gambit for the ute, and that (includes) a dual-cab with diesel and petrol (options). When a light commercial range does arrive in Australia, I’d be confident we’d be looking around that 8-10% market share in that range,” Meredith says. “Great product, great pricing and a seven-year warranty – it’s a pretty powerful package.
Why would a bakkie destined for Australia be of interest to South Africa? The key here is the configuration as Australia and South Africa are both right-hand drive markets. Generally, if a mainstream model is confirmed for introduction Down Under, it'd be foolish to dismiss an eventual South African introduction. Also, let's not forget that bakkie culture in Australia is massive much like South Africa.
Naturally, the Koreans will have carefully watched the gestation of the Mercedes-Benz X-Class and subsequent catastrophic lack of sales and will be determined to avoid such a performance. The Koreans won't be playing the high-end luxury vehicle card and assuming that badge prowess will bring people to showrooms. Given the warm responses to the Hyundai Santa Cruz concept from a few years back and subsequent confirmations that it's going into production, it's clear that the Koreans are keen to disrupt this segment on a global basis. There won't be any borrowing from established players either, with the Koreans working on their own platform. Given their past strategy, pricing should be competitive too, with comprehensive warranties only sweetening the deal further.
Kia and Hyundai will have formidable and established opposition in the bakkie space. The Toyota Hilux and Ford Ranger are the 2 dominant players, with the Isuzu D-Max following in hot pursuit. The rest of the segment is occupied by the Volkswagen Amarok, Nissan Navara and Mitsubishi Triton to name but a few. Watch this space, the bakkie segment is only just hotting up.
We have mixed news for the petrol and diesel price for August 2019. Petrol is going up, while diesel is going down. Here are the forecasts, supplied to us by the Automobile Association (AA).
According to the Automobile Association (AA), we're in for a mixed bag for August 2019. The cost of petrol is going up while diesel is dropping.
"International oil prices have steadily trended upwards since the start of June, although there has been a slight pullback since a peak on July 11. Since then, diesel prices have edged higher while petrol remained flat, although the currency remains volatile going forward, particularly in light of recent ratings agency announcements and other factors," the AA notes.
The AA is predicting that petrol will increase by around 12 cents per litres, while diesel will be dropping by around 16 cents a litre. There are many factors at play here, with the AA claiming ongoing oil volatility, US inventory levels, political instability in the Middle East, a possible medium-term demand plateau, and ongoing OPEC output restrictions. Let's not forget the exchange rate instability either as the Rand/Dollar rate changes.
"The average Rand/dollar exchange rate crossed R14.20 last week despite spending much of July stronger against the US currency. This volatility can come into play before Wednesday’s adjustment and may even have a bearing on the September outlook, " the Association says.
