Pricing for the Mercedes-AMG A35 has been made available to us. Here's how much Affalterbach's baby hot hatch will cost.
From what we understand, the new baby AMG will be arriving in SA around October 2019. It's powered by a 2.0-litre turbocharged 4-cylinder motor, producing 225 kW and 400 Nm. Power goes to all 4 wheels via a 7-speed dual clutch transmission. Acceleration figures are brisk too, with a claimed figure of 4.7 seconds. If the road's long enough, it'll hit a top speed of 250 kph.
The pricing appears to be a touch more expensive than that of the Audi S3 (R671 000) and Volkswagen Golf R (R676 500), and it'll be a fascinating exercise to have all three cars present in a shootout of sorts. Let's not forget that BMW has also joined this segment with its new M135i which also comes with a 2.0-litre turbocharged 4-cylinder motor mated to an xDrive setup. We could even expect the BMW to arrive in SA before the end of Q3.
Mercedes-AMG A35 Price in South Africa
The price is inclusive of a C02 emissions tax. We'll have options pricing closer to the launch, which should be very soon.
As we wait for the fifth-gen Clio's RS hot hatch, Renault gives us a clue of what to expect.
Renault might still be working on its new Clio RS, but the engineers at Dieppe have prepared three road racing versions to keep enthusiasts busy in the meantime.
These new cars are all evolved from the fifth-generation Clio, in R.S. Line speciation. They are denoted as Cup, Rally and RX – with each serving the obvious purpose associated with its name.
Each version differs slightly from the other, specific to its racing formula, but Renault will offer a conversion kit to enable owners diverse uses for the Clio. For instance, you’ll be able to convert your Clio Cup road racer, to an RX – if you wish.
The platform includes three different wheel choices, ranging from 15- to 17-inches, depending on the surface you wish to race. Suspension components are upgraded, with dampers and springs from French Dakar racing and WRC specialists, Bos.
Drive is to a ZF limited-slip differential and the gearbox on all three cars is a five-speed manual, with sequential shifting, from Sadev. You can order an optional hydraulic parking brake shifter too, for those obligatory handbrake turns.
Powering these new Clio road racers are a 1.3-litre turbocharged engine, boosting between 125 and 132 kW. Torque also varies, from 280- to 320 Nm. The differences in these aforementioned outputs are a function of which of the three variants you choose – Cup, Rally or RX.
For those hot hatch enthusiasts who cannot wait for the new Clio RS or wish to have a bargain track-day car or true robot-racer, these Renaultsport competition cars are an interesting alternative.
Most importantly, these three competition cars and their potent small-capacity turbocharged engines, illustrate where Renaultsport’s engineers are aiming with the new Clio RS…
All-Electric Mini To Be Revealed in July
Mini has joined other brands in offering a compact all-electric car and the all-new Mini Electric will be revealed on the 9th July 2019. Here are some more details as well as a teaser video.
The Charged with Passion campaign kicked off with the below video and teases Mini's all-electric offering. Other than what appears to be generic and typical Mini styling as well as a charging port where the fuel cap used to be.
There was a website link on the video, but there's not much to go on right now. However, there are pre-orders available for a select few countries such as Germany, France, Norway, Sweden and the Netherlands, while customers in the UK, USA, Spain and Italy can register interest.
In terms of looks, we reckon it'll be slightly toned down from the 2017 Electric Concept, which you can see above. In terms of powertrain, we think Mini will adopt the same setup as the latest iteration of the BMW i3. That'll mean a battery capacity of 33 kWh and outputs of 125 kW and 250 Nm. It'll also be quite spritely, with a claimed sprint time of 7.3 seconds and a top speed of 150 kph. In terms of range, the BMW i3 has a claimed range of around 250 kph, so we're expecting similar for the forthcoming Mini Electric.
We'll have all the details when the vehicle is officially revealed on the 9th July 2019.
Mini Electric Teaser Video
Renault Clio 5 (2019) International Launch Review
Renault will introduce the all-new Clio in South Africa early in 2020 and yes, despite appearances to the contrary, it really is an all-new compact hatchback. While its styling remains pleasing on the eye, the little Renault has new-found substance underneath. Is it any actual fun to drive, though? Neil Briscoe attended the international launch to investigate.
Hang on, are we sure this isn’t the old Clio?
Aside from the new headlights, the Clio V looks very similar to the outgoing model.
That is a very fair question. Even when the newcomer's parked side-by-side with its predecessor, you’d have to be in possession of a wardrobe’s worth of Renault rally jackets to be able to tell them apart. The tell-tales are the new headlights — they’re all LED across the range now, and have Megane-style C-shaped daytime running lights — and the more sculpted tailgate. This is not, however, a mere facelift. In fact, Renault has done the reverse of what most car companies do and kept the styling basically the same (well, the outgoing Clio 4 was hardly bad-looking, now was it?), but changed everything underneath. The platform is the latest version of Renault’s CMF-B chassis, much-modified for this car. In fact, the new Clio is 12 mm shorter than the old one — Renault’s engineers say that they wanted to put a stop to the bloating of small cars, and instead find extra space inside through better packaging.
It’s actually the French car's interior that has received the most attention. Stung by criticism that the outgoing Clio’s cabin felt too cheap and cheerful relative to the more premium vibes of the Volkswagen Polo, Renault has really gone to town on this new one. There’s more soft-touch material in this cabin than in many premium models, or so claim the French, and it’s not difficult to believe. Where the old Clio had too many hard plastics and cheap, nasty-looking instruments, the new one is an exercise in understated good taste. There are VW-style air vents that seem to span the entire dash on the passenger’s side, a neat centre console, with expensive-looking and feeling HVAC controls, and most distinctively a big 9.3-inch portrait-style touchscreen in the centre, which looks as if you’ve accidentally left your iPad in the car. Well, up to a point — the graphics and menu layout are an improvement over the old Renault R-Link system, but still not as slick as those of some rivals (VW especially) and we’re testing, of course, the top-spec version. More affordable Clios get a smaller 7-inch screen.
The biggest improvement has been made to the interior, which borders on premium car quality.
Still, they do now get digital instruments too, which are a big improvement on the old Clio’s instrument panel, but, regrettably, still not up there with the best. Then again, Renault will shortly release a new 10-inch digital instrument pack as an option, and that looks genuinely impressive. It's a shame that it wasn’t ready for these launch cars.
On a practical basis, the load bay is much bigger (391 litres, which is more than you get in a Golf, for instance, and there’s a handy adjustable boot floor), but the loading lip is also higher. Renault says that this is to cut down on insurance costs, as it means the smaller tailgate is less likely to be damaged in a rear-end collision. Rear legroom is only adequate, though, and it doesn’t feel as roomy back there as, say, in a Ford Fiesta or Volkswagen Polo.
Clios have almost always been fun to drive. Is this one?
No, not really, and how you react to that news will depend entirely on your personal outlook when it comes to motoring. If you’re a petrolhead, it will be a real shame — previous Clios, even non-RS models, have always had that little spark of fun about them, but in the search for greater refinement, Renault seems to have lost the fun factor.
This gen Clio feels refined and the behest of fun-factor.
Okay, let’s take stock of this. For most people, this will simply not be an issue. What most are concerned about will be that impressive new interior – and the fact that the Clio now feels more like a more affordable alternative to the larger Megane. If you don’t need the ultimate space of the bigger car, this might well be a better option.
There is a distinct divide in how various versions of the Clio drive, though, so there is a little bit of claw-back for the enthusiast. The RS-Line derivative — which seeks to mix normal engines with styling inspired by the forthcoming Clio hot-hatch version — is actually the worst. That’s because its ride quality has become so unyielding and unsettled that it’s impossible to get into an enjoyable rhythm on a twisty road.
You spend too much time gritting your teeth and fighting through the fidget. Our test car was made worse by trying to combine the 96 kW 1.3-litre 4-cylinder petrol engine with the 7-speed DCT dual-clutch automatic transmission. That 'box is just too slow-witted to be anything like fun, and the way it makes the 1.3 rev reveals an uncouth edge to its aural performance.
Much, much better is the "Intens" version. This is roughly equivalent to the Dynamique derivative of old (Renault South Africa has yet to set specs and price details of the new car) so it’s well-equipped, but less aggressively sporty, than the RS-Line. Plus, it comes with the 1.0-litre TCe 100 engine. That’s a development of the old 899 cc engine (TCe 90) with, guess what, 10 hp (7.4 kW) more and Renault claims that it’s around 10 to 15% more efficient too. Granted, 74 kW isn’t much, perhaps, and neither is 160 Nm of torque, so you won't be travelling particularly quickly, plus the 5-speed manual gearbox seems a bit old-hat in an age of dual-clutch automatics.
The 899 cc engine has been given an extra 7.4 kW of power and 20 Nm of torque.
Nevertheless, this is the best of the new Clios thus far. The fact that the suspension is far gentler in this form (it still fidgets a bit, but much less) means you can press on a bit more on give-and-take roads, and while the engine’s moderate outputs mean that you won’t be going all that fast (it’s a full second slower to 100 kph than a VW Polo 1.0 TSI 70 kW, for example), it’s a much more willing and enjoyable engine than the 1.3, with a sweeter note when revved. The Clio lacks the steering precision and feedback to be properly entertaining to drive, but at least in this 1.0 model, you can actually enjoy yourself a little…
Anything else of interest?
Hang on for a while – Renault’s going to introduce a hybrid version of the Clio 5. It will use a new 1.6-litre naturally aspirated engine, combined with two electric motors (one small one for engine restarts, a larger one for actually moving the car) and will be capable of running on pure electric for around 80% of the time. There won’t be an all-electric Clio though — Renault plans to keep the Clio and Zoe ranges separate for some time yet, saying that it’s too tricky to combine a combustion engine and an electric car on the same platform. Renault South Africa doesn’t have an electrification strategy for the local market, so it’s unlikely we’ll see any of these future models make it to our shores.
Summary
More refined and better built, but a few holes in the finished product.
While you might be forgiven for thinking that Renault is trying to sell you an old Clio with a new exterior execution, the fact is that a great deal has changed. That cabin is a massive step forward for the Clio, making it look and feel much more expensive – verging on premium – than was ever the case before. It’s a shame that some of the fun factor of old has been excised, but at least the 1.0-litre TCe 100 engine retains a modicum of enjoyment. Just avoid the RS-Line, unless you plan to keep your local osteopath’s business well in the black.
Has Lego leaked the new Defender or is this just a toy?
Land Rover has desperately attempted to manage expectations around its new Defender. It has teased camouflaged prototypes touring around the world but been careful not to reveal too much.
Now the world’s favourite Danish toy brand has apparently done the unthinkable and leaked the new Defender – ahead of its global reveal.
Lego has a unique relationship with most automotive manufacturers. Its designers are given privileged access to pre-production and prototype vehicles, in order to harvest details which allow them to scale their own Lego brick versions. This co-branding relationship has never been an issue before, until now.
A new Land Rover Defender build-set was shown on a Lego news site over the weekend and the similarities are too obvious to ignore. This Lego Technic Defender rolls the same wheel design as all those camouflaged Defender prototypes and the off-set badging is similar too.
The Lego Defender features massive over-fenders and a bold bonnet power dome, which might be accentuated styling elements. Round headlights are also more akin to the old Defender than Land Rover’s new utilitarian off-roader. But these design elements are typical of Lego’s signature finishes, which are close, but never an exact resemblance of any production vehicle.
Technically, the Land Rover Defender Lego set consists of 2 573 pieces. It features a functional steering mechanism, four-speed sequential transmission, three differentials and independent suspension at both axles.
Measures from the winch to tailgate, it is 42 cm long, stands 22 cm tall and spaces 20 cm across. Market distribution for the new Lego Defender is scheduled for October, which is a month after Land Rover is due to launch its life-size version.
It will be telling to see how closely the two resemble each other. But if this Lego Technic set is anything to go by, Land Rover traditionalists might not be disappointed – at all.
Volkswagen Amarok Boosted By ABT
What's better than a potent bakkie? A tuned bakkie, of course! ABT got its hands on the 3.0-litre V6 Volkswagen Amarok and the results are impressive.
The Volkswagen Amarok with its 3.0-litre V6 engine could hardly be accused of being underpowered, but tuners ABT Sportsline have added some more meat. Note that this is the European-spec 3.0-litre V6 which produces 190 kW and 580 Nm, mind, but still, thanks to an engine control unit upgrade, the ABT Amarok now features 225 kW and 630 Nm.
All that shove goes through an 8-speed automatic transmission and reaches the road via Volkswagen's 4Motion all-wheel drive system. In terms of performance, ABT Sportsline claims an improvement in the acceleration department, with a 7.7 second run. Top speed is rated at 211 kph. It's not just the top-of-the-line V6 which can be upgraded. ABT Sportsline also offers a conversion to the less-powerful V6 (the SA-spec motor) which sees power increase from 165 kW to 195 kW.
225 kW and 630 Nm from a 3.0-litre V6 are solid outputs, giving the Amarok a distinct performance edge.
The forthcoming Mini John Cooper Works GP has been flexing its muscles at the Nürburgring and has broken the record set by its predecessor.
A hot-hatch war is underway and Mini has dropped a bomb called the John Cooper Works GP.
In 2012, the Mini JCW GP lapped the ‘ring in 8:23.04. Now, the forthcoming JCW GP, which is seen here in disguised prototype form, has shaved off the fat with Mini saying that its most powerful and fastest Mini to date has shattered the 8-minute barrier at the 24 Hours Nürburgring pre-race program this past weekend. What’s more, further tests have yet to be completed, so this result is indeed promising. BMW Blog reported that the newcomer completed a lap in 7:56, which is mighty impressive.
Powered by a turbocharged, 4-cylinder mill that will churn out no less than 220 kW, the JCW GP is expected to bring all the driving thrills to the road with a model-specific suspension and weight-optimised construction. The JCW GP rides on large alloy wheels and features sizable air intakes giving it a purposeful stance. Only 3 000 units will be built and sales are expected to commence in 2020. A full reveal is expected in coming months.
Expect to see a staggering variety of classic cars to show up for the mid-winter rendition of The Classic Car Show at Nasrec Expo Centre on July 7th.
Several brands and models celebrate important milestones this year, including Mini, which turns 60. First launched in August 1959, the little car quickly became a global icon. It was launched in South Africa late in 1959, and Minis were actually built in South Africa (in Cape Town) until the early '80s. Expect to see a large contingent of first-generation Minis at Nasrec on the 7th of July.
Joining the party will be a number Ford Capris, with the stylish "mini-Mustang" from the blue-oval celebrating its 50th anniversary this year. How many Peranas will be at Nasrec? We can't wait to see…
The Ford Capri celebrates its 50th anniversary this year. Expect to see a number of these cars at Nasrec for the show.
And who can forget the Datsun SSS, also celebrating its 50th birthday this year. Expect to see a big number of these cracking little sedans at Nasrec, some stock… and some not at all!
As per usual, there will be a large number of American muscle cars and some British beauties, too.
The event details
The owners of classic cars will be admitted free of charge to the Classic Car Show on July 7, 2019. Admission will be free for the driver and one passenger, while extra passengers will have to pay a full admission fee.
The Show runs from 8 am to 4 pm. Classic car owners can gain access to the display area from 7 am.
Admission prices are R60 for adults if the ticket is booked through Computicket, or R80 at the gate. Entrance for children under12 will be R20.
As usual there will be a full complement of entertainment, food and drink laid on by the organisers, with live rock musicbeing a traditional feature of the show. There will be entertainment for children such as kiddies go-karts and jumping castles, and helicopter rides will also be on offer.
The long-awaited Audi SQ8 has finally been revealed and it comes to market packing a massive diesel punch. Here's what you need to know about Ingolstadt's luxury performance SUV.
Right now, there's just a turbocharged V6 petrol engine available for the Audi Q8 in South Africa. It produces 250 kW and 500 Nm, giving it credible performance figures. There'll be a diesel V6 joining the lineup later in 2019 too and with 183 kW and 600 Nm. It'll be the more frugal of the 2 derivatives, but what if you wanted more?
Introducing the new Audi SQ8 which should be coming to SA in 2020. Powered by the same 4.0-litre turbocharged diesel V8 engine as the SQ7 and Bentley Bentayga, the SQ8 pushes out a cracking 320 kW and 900 Nm. What's impressive is Audi claims all that torque is available from 1 000 rpm. The secret here is the e-turbochargers and sequential charging which is claimed to eliminate lag.
Performance? Audi claims the SQ8 can hit 100 kph in a claimed 4.8 seconds and it'll hit an electronic limiter at 250 kph. The Audi SQ8 also features a mild hybrid system, where the 48-volt lithium-ion battery pack helps with the turbochargers at low revs.
While final specification for South Africa is not yet confirmed, the international Audi SQ8 comes with 21-inch alloy wheels, sportier exterior, new rear diffuser, oval exhaust tips and naturally, there will plenty of options to choose from. We suspect carbon ceramic brakes might be worth looking at, given the proportions of the SQ8 and what's required to bring it to a stop.
Being the performance version, the Audi SQ8 cabin needed to be quite special and it certainly looks it.
A sportier-clad version of the flagship Opel Astra, replete with a 6-speed auto transmission mated with a 1.6-litre turbopetrol engine, was recently launched in South Africa. Can generous spec and a purposeful body kit, which distinguishes the newcomer from the rest of the range, justify the 1.6T Sport OPC-line's premium price tag?
We Like: Punchy engine, good ride/handling balance, many standard features, practicality
We Don’t Like: OPC-Line kit could be more striking, pricey – given its moderate performance.
Can you spot the differences between this Astra Sport OPC-Line and the standard Astra?
The Opel Astra is, in our opinion, a good looking car, but if we are honest, this particular 1.6T Sport OPC-Line looks less than imposing (we blame the appliance-white exterior finish) – you could be forgiven for thinking that it looks just like a run-of-mill Astra. The devil, however, is in the detail and, upon closer inspection, you are more likely to notice the newcomer's new-look OPC bumper treatment with chrome detailing, colour-coded door handles, a chrome beltline and -exhaust tips, plus the 18-inch alloy wheels. As for special sporty details on the inside, the cabin is adorned with alloy sport pedals, a sports steering wheel, dark-tinted rear and side glass and lastly, a South African favourite, an (optional) tilt and slide sunroof.
How it fares in terms of…
Engine performance and efficiency
Delivering more punch and reasonable fuel consumption, the Astra is a solid all-around performer.
While the letters OPC (the abbreviation for Opel Performance Centre) will undoubtedly remind you of the previous-generation Astra OPC, which had an unruly 206 kW/400 Nm 2.0-litre turbocharged motor wedged in its engine bay, this is not an Astra OPC by any stretch of the imagination.
In fact, apart from the few cosmetic details mentioned above, this is just another Astra 1.6T Sport, albeit with a 6-speed automatic transmission, as opposed to the manual 'box, with which it was launched in 2016. The OPC-Line is, however, far from being impotent – with peak outputs of 147 kW and 280 Nm developed by its 1.6-litre turbocharged engine, the test unit delivered strong pace off the line with good mid-range acceleration too. Opel claims a zero-to-100 kph time of 7.8 seconds, but it’s not nearly hot enough to run something like a Volkswagen Golf GTI close, for example.
It does have enough shove to execute brisk overtaking manoeuvres on the highway and, while we found the auto transmission offered reasonably good shifting performance, it’s not as sharp, snappy or even as smooth as the DSG employed in the GTI. With the Sport button engaged, you will notice a marginal improvement in throttle response, but there’s nothing really to get very excited about. Engine refinement is admirable, however.
Opel claims a fuel consumption figure of 6.1 L/100 km for this derivative and we saw returns of around 8.0 L/100 km, which were satisfactory.
So, although the 1.6T Sport OPC-Line's powertrain refinement and efficiency are commendable, its performance is spirited – as opposed to eager. Although the Astra flagship derivative is no slouch, it doesn't offer enough grunt to be particularly thrilling to drive.
Ride and handling
Ride and handling is one of the Astra's strongest attributes.
For what it lacks in outright pace (or a sonorous engine note), the 1.6T Sport OPC-Line excels in the ride and handling department. Its ride quality straddles the line between firm/sporty and pliant/comfort-oriented. The steering is on the lighter side and nicely-weighted with sufficient feedback and, to its further credit, the Astra feels particularly adept at cornering; it takes changes of direction in its stride without exhibiting excessive body roll. It’s composed and surefooted when you need it to be and it’s more than comfortable enough to drive daily and undertake longer out-of-town trips.
Interior execution and features
A smattering of standard kit makes adds significant value to the overall package. Those leather sports seats are very comfortable too…
We’ve always praised the Astra for its above-average interior build quality and the cabin's quality look and feel. We do have a gripe with the black piano trim, which attracts dust and fingerprints, but apart from that, the interior is smart and comes generously equipped with standard features.
The sports seats are trimmed in Siena leather and offer high levels of comfort and support with good bolstering and height adjustment for both the driver and front passenger. All the seats are heated, as is the multifunction steering wheel, which is always welcome on a cold winter morning.
A comprehensive Navi 900 IntelliLink 8.0-inch touchscreen infotainment system with integrated navigation is fitted and, despite the Astra's relatively advanced age (4 years), the setup incorporates Apple CarPlay and Android Auto compatibility. USB and auxiliary ports are also provided.
Other notable standard features include Intellilux LED Matrix headlights (with automatic headlamp levelling, dynamic control and adaptive forward lighting), dual-zone climate control, electric windows all round and electric folding side mirrors, rain-sensing wipers, front and rear park distance control (including Advanced Park-Assist, if you'd like the Opel to neatly park itself) and a reverse-view camera.
In terms of safety features, no fewer than 6 airbags are fitted as standard as well as ABS with EBD, brake assist, hill start assist, blind spot alert, stability control with traction control and ISOFIX child-seat mounts. The standard Driver Assistance Pack 1 adds forward-collision alert, following distance- and lane-keep assist indicators, low-speed collision mitigation braking, as well as a traffic-sign recognition system.
Practicality
The Astra is a practical daily runner and rear passengers will enjoy generous legroom.
The Astra feels spacious inside and rear passengers will find legroom to be generous, which improves comfort significantly for adults of average height, especially on those longer journeys. The load bay measures (a claimed) 370 litres, which compares favourably with other offerings in this segment. The rear seats are split in a 40:20:40 configuration and fold completely flat for easy loading of bulkier items.
There are 2 cup holders up front and sufficient space to store bottles in all the doors, as well as a central bin to keep valuable items out of sight.
Price and warranty
The Opel Astra 1.6T Sport OPC-Line is priced at R508 000 (June 2019) and is sold with a 3-year/120 000 km warranty, 5-year/90 000 km service plan, 3-year/120 000 km roadside assistance and a 12-year/unlimited km anti-corrosion warranty.
The Astra 1.6T Sport OPC-Line offers very good value, but, at the price, lacks performance and badge appeal.
Verdict
As an all-rounder, this Astra 1.6T Sport OPC-Line is difficult to fault in terms of its general performance, an extensive list of standard features and overall practicality. Despite the fact that the market for a C-segment hatchback is treacherous unless you're selling a GTI (or a rival to the GTI), Opel believes the market needs a well-specced, warm compact hatchback. To its credit, few, if any, rival offerings can match the Astra's standard features and, objectively, it offers great value compared with entry-level premium-badged hatchbacks, even if it can't match those cars' brand appeal.
As for the OPC-Line accoutrements, consider it an exercise in snappy packaging, because, from a performance perspective, we don’t think the 1.6T Sport Auto offers quite enough to justify its R508 000 price tag. If it’s driving thrills you are after then it might be worth the additional R60k to step into a GTI or Megane RS 280, or better still, trawl the used car market where you can get better performance bang-for-buck for less.
What's more, if practicality trumps performance in your list of motoring priorities, then perhaps it’d be wiser to opt for the Astra 1.4T Enjoy automatic. It still offers a good spread of features, including Driver Assistance Pack 1, and 110 kW and 245 Nm of torque from its smaller turbocharged 1.4-litre engine, which is roughly 75 to 80% of the outputs offered by the OPC-Line derivative, for a much more affordable price of R389 589.
Ultimately, the 1.6T Sport OPC-Line is a rarity in our market: a German-made car that wants for little, if anything, in the way of standard features. But, given how the Astra nameplate is now a left-field choice, where it once was a market staple (which is not a positive indicator for solid future resale values), perhaps the purchase of the top-spec derivative, from brand new, warrants extra careful consideration. That is not to say that the Opel is a disappointment, quite the contrary; perhaps there are more buyers who want a practical family hatchback (with a modicum of sporty styling and a plethora of interior and safety features), who don't mind if their pricey purchase doesn't perform like a hot hatch, than we think…
Don’t agree with our verdict? Share your thoughts with us in the comments section below…
