James Bond-inspired Aston Martin DBS Superleggera [w/video]
Aston Martin is celebrating the 50th anniversary of the sixth James Bond film, On Her Majesty's Secret Service, by creating a special edition Superleggera and yes, you guessed it, only 50 will be available to customers.
In an effort to capture the spirit of the olive green 1969 Aston Martin DBS that James Bond (played by George Lazenby) drove in the movie, the British sportscar firm has developed a special edition DBS Superleggera which is described as a ‘brute in a suit’.
Its brutish demeanour is no doubt derived from the powerful twin-turbocharged 5.2-litre V12 engine which has been positioned as low and far back in the chassis as possible to optimise centre of gravity and weight distribution. This engine develops 533 kW and 900 Nm of torque which bellows its song from quad tailpipes with active valves.
The bespoke model features a carbon fibre splitter and aero blade and rides on special diamond turned forged wheels. The metal grille, with 6 distinct horizontal vanes pays homage to the 1969 DBS. On the inside, black leather is complemented with grey blend Alcantara as in the 1969 DBS and also features a cockpit with red accents.
The finishing touch includes a special drinks case with matching red felt and holds 2 bottles of champagne and 4 champagne flutes, all perfectly stored in the load bay. Very fancy indeed…
Aston Martin Vice President & Chief Creative Officer Marek Reichman said: "Creating a James Bond special edition is always an exciting challenge as we work to create a car that embodies the legend of James Bond, and the original movie car. The DBS Superleggera is a muscular car that commands attention, but the Olive Green gives it a subtlety that belies the beast beneath."
The first deliveries of the special edition Aston Martin DBS Superleggera are expected to reach customers in Q4 2019 with pricing unsurprisingly starting at £300,007 which translates to about R5.5 million.
The new Audi Q8 has arrived in South Africa and we spent some time with the flagship SUV to find out if you should take a closer look…
This is the first ever Audi Q8, and it's quite a thing. Based on the same platform as its siblings – the Lamborghini Urus and Bentley Bentayga – if you think about it one way, this is the most affordable way to get yourself one of the VW group's best SUV chassis/engine combinations.
And it's not like you'd be shortchanging yourself in the looks department, this Audi drew stares and comments wherever we went. It's a traffic-stopper of note. It's a bold new design for Audi and we think it works.
But, at R1.4 million before options, does the car, as a package, justify the price? We sent Ciro De Siena to a pretty road in the Cape Winelands to find out.
New Volkswagen Golf 8 Boosted with Mild Hybrid Tech
The next-generation Volkswagen Golf is coming in 2020 and details regarding the 48V mild hybrid system have been revealed. See details below…
In an effort to improve efficiency and reduce emissions, the Golf 8 will offer a mild Hybrid Electric Vehicle (mHEV) derivatives with 48V technology. According to Volkswagen, 48V technology will be initially offered in conjunction with both the 1.0-litre and 1.5-litre (EA211 evo) engines and DSG gearbox. The system will then later be offered on other derivatives and models.
Where a Plug-in Hybrid (PHEV) gains battery charge via a plug, the mHEV is equipped with a 48V belt starter generator which, like an electric motor, supports the combustion engine in acceleration, for example. During deceleration, the generator converts kinetic energy that would otherwise be lost and charges the 48V Lithium-ion battery located under the passenger seat. This stored electrical energy can then be used to boost the Golf’s acceleration but more importantly, contributes to up to 0.4 L/100km in fuel savings, depending on the driving style.
The mild hybrid system is able to shut the engine off when the driver lifts off the accelerator and comes back to life when the accelerator is applied again. Volkswagen says that the engine is switched on and off ‘without delay’ or loss of comfort and with very little vibration.
As Volkswagen is readying its electric car family which will go on sale in 2020 (ID.3, ID.Crozz, ID, Vizzion, ID.Roomzz) with a projected 40% electric new car share in 2030, combustion engines will still play an integral role in the foreseeable future and mild hybrid technology is expected to become more widespread in an effort to reduce emissions and improve efficiency.
Land Rover Discovery Sport Significantly Updated for 2019
The Land Rover Discovery Sport has received a facelift for 2019 and the good news is that it will be coming to South Africa before the year is out.
The Land Rover Discovery Sport has been quite a success for Jaguar Land Rover. It has done well locally too, with a brace of CarsAwards-powered by WesBank under its belt. However, the segment has moved on significantly and the vehicle needed an update. Here it is and the visual changes range from new signature LED lights at the front and rear, a new front grille as well as new bumpers.
Under the skin, the latest version of the Land Rover Discovery Sport is built on the Premium Transverse Architecture, which JLR claims gives its body 13% more stiffness and a reduction in noise and vibration. Another change is the 20% increase in the storage capacity of the fuel tank, which now sits at 67 litres.
The Disco Sport's cabin has received some updates too and the digital Touch Pro infotainment system is now standard. There's extensive use of more premium materials in the cabin and there's even more focus on practicality in this 7-seat luxury SUV. The tech we've seen in the new Evoque has been carried over. The smart rearview mirror and ground view camera are available for the Discovery Sport. Wireless charging makes it debut here too.
European markets will be able to opt for Discovery Sport, S, SE and HSE trim as well as the striking R-Dynamic. While the engine lineup for the European market looks focused on new plug-in hybrid tech, we expect the new Land Rover Discovery Sport powertrain to replicate that of the recently-launched Range Rover Evoque. That'll mean a pair of 4-cylinder turbocharged motors, with the choice of petrol or diesel.
The turbopetrol 4-cylinder engine offers up 183 kW and 365 Nm of torque, while its diesel sibling is down on power at 132 kW, but packing a 430 Nm punch. Being a Land Rover, the Discovery Sport still offers commendable offroading capability. With a wading depth of 600mm and all-wheel drive, it should be just as good as before. We'll have local info on the Land Rover Discovery Sport shortly.
All-New Megane RS Trophy-R breaks Nurburgring Record
Renault has shown off its new Megane RS Trophy-R and what it's capable of by posting a new record for front-wheel drive production cars on the Nurburgring.
In late March 2019, our spy photographers sent us images of what appeared to be a more track-focused Renault Megane RS and now we get a first look at the newcomer, complete with a video of a Nurburgring record attempt.
What we know so far is that it's called the Renault Megane RS Trophy-R and it boasts the same power as its Trophy sibling, due in South Africa in September 2019. For the record, power sits around the 222 kW and 420 Nm mark from a turbocharged 1.8-litre turbocharged motor. The trick here is the weight reduction and the RS engineers have shaved around 130 kg from the standard Trophy. There are tweaks to the Ohlins suspension, the chassis, the addition of trick performance tyres to make it go around corners quicker.
As for the Nurburgring record attempt, the man behind the wheel was Laurent Hurgon, who is the brand's development driver. Previously, he managed a 7:54.36 in the previous-gen Megane III RS Trophy-R, which held the record until the new Honda Civic Type R came along. The Japanese road-legal weapon posted a 7:43.8 which has now been beaten by the 2019 Renault Megane Trophy-R. The time? A mind-blowingly fast 7:40.10.
To put that into context, that's faster than a Mercedes-AMG E63 S 4Matic+, Mercedes-Benz C 63 AMG Coupe Black Series, Lamborghini Gallardo LP570-4 Superleggera and Porsche 911 GT3 (997) to name but a few. The Renault Megane RS Trophy-R will go on sale in limited numbers and we don't expect any to make their way to South Africa, but we'll keep our fingers crossed. The Trophy-R will have its public debut on 24th May 2019 as part of the build up to the F1 GP in Monaco.
The rise in the number of Haval SUVs on South Africa’s roads has been noticeable for some time, but the Chinese brand only recently started reporting its new-vehicle sales figures… and those numbers have raised many eyebrows! We spoke to GWM/Haval’s local MD, Charles Zhao, about the brand’s rapid rise and how South Africa became its biggest export market.
Before we chat with Charles, however, it’s worth looking at the numbers. In April 2019 (according to figures provided by Lightstone Auto), Haval sold 651 of its SUVs and 156 of its Great Wall Motors (GWM) Steed bakkies, for a total of 807 units. This follows monthly sales aggregates of 835 units (March), 733 units (February) and 835 units (January).
When the Haval brand was launched in South Africa during mid-2017, it came at a time when GWM sales had all but dried up and the dealership network had shrunk significantly (following the Chinese automotive giant’s takeover of the GWM brand’s previous local distributor). Times were tough. And yet, a mere 2 years later, Haval looks to be in good health in South Africa, with its H1 and H2 compact SUVs garnering sales of more than 200 and 300 units a month respectively!
The company’s ORA EV brand was launched in 2018, and many of its iQ sedans can be seen on the streets of Baoding.
Over in China, the brand has maintained a strong growth trajectory, even as its domestic market endured challenges of its own. What we witnessed during our recent visit to China and the brand’s headquarters in Baoding, served to highlight the rapid progress and expansion being made. When I travelled to China previously (in 2017), its Ora EV brand did not exist and yet when I arrived in Baoding this year, they were everywhere, many of its iQ raised-sedan EVs have been entered into service on a ride-hailing platform. At the Shanghai Motor Show, it released another EV, the cute little Ora R1.
The first Haval concept to be styled under the guidance of Phil Simmons was unveiled at the Shanghai Motor Show.
The Wey luxury brand (named after the company’s founder) has also made strong inroads into the Chinese market, with the striking VV7 model being particularly popular. The brand’s focus on design and quality is paying off, with Haval and Wey vehicles sporting increasingly European finishes.
The brand recently appointed Phil Simmons as its new design director. Simmons previously worked as a Studio Director for exterior design at Jaguar Land Rover, and under his watch striking vehicles such as the Velar and Discovery were created. In a chat at the Shanghai Motor Show, Simmons said that Haval already has a strong design DNA for a Chinese brand.
The introduction of hydrogen fuel-cell vehicles is high on the agenda for Great Wall Motors.
What’s next? The company took us on a tour of its new hydrogen fuel-cell research laboratory, which is claimed to be the biggest and most sophisticated of its type in China. It aims to have a production-ready fuel-cell vehicle in the very near future, even mentioning the possibility of a fuel-cell version of its new GWM leisure pick-up (confirmed for South Africa).
Later this year, GWM will announce a revised global strategy for the Haval brand as it seeks to grow export numbers significantly. So, expect a big push from this Chinese giant in the coming years and lots of new products to be unveiled.
Q: Why did GWM/Haval decide to start reporting its sales numbers?
Charles Zhao: We have 2 main reasons to report the sales figures, the first being that, given HAVAL/GWM’s growth so far, we are confident that the sales numbers will be good for our brand reputation. Secondly, as a member of Naamsa, we have a responsibility to report the figures to make sure the entire market’s sales volume picture is more accurate.
GWM’s new leisure bakkie could be in SA before the end of 2020 and debut some vital new engines.
Q: Recent sales numbers are very impressive; to what do you attribute this growth?
Charles Zhao: Our main goal was to get our dealer network in place, bearing in mind we had to choose quality dealer partners who our customers know and trust, as well as demonstrate a Haval & GWM presence across the country, for the sake of our customers’ peace of mind. And what was the key to our success? The high quality of vehicles that came in at affordable prices. When our customers test drive our vehicles, they’re amazed by the look and feel of the brand.
These products have now elevated us, not just as an affordable brand, but as a serious contender in the market. Our dealers have also been able to offer excellent service and service turn-around times to our existing clients. Our parts accessibility and delivery is also very good as we have a significant parts depot based in Johannesburg. This excellent after-sales service has also supported and influenced a high degree of brand loyalty among our current clients.
Phil Simmons (ex-Jaguar Land Rover) is tasked with further defining and evolving the Haval design DNA.
Q: How many dealers do GWM and Haval have in SA and how many will there by year-end?
Charles Zhao: We currently have 46 South African dealers and 4 outlets in neighbouring countries. We are aiming for 57 dealers in total by the end of the year.
Q: Can you confirm the arrival time for the H2 facelift? What changes will it incorporate?
Charles Zhao: We expect the H2 facelift will probably be launched in South Africa in November of this year (2019). There are mainly cosmetic changes to the front and the rear. We also plan to upgrade and improve some features; we’ll introduce a panoramic sunroof, new wheel designs and a new entertainment system etc.
Q: Would GWM/Haval consider extending its warranty even further?
Charles Zhao: The current warranty period is 5 years or 100 000 km. We are investigating an extension of the warranty.
Havals roll off the production line at the company’s highly automated Xushui factory.
Q: Where does SA rank in terms of GWM/Haval’s export markets?
Charles Zhao: Haval Motors South Africa ranks number 1 in the export market, but we have Russia close on our heels!
Q: What is the future of the Haval H1? We’ve had requests for info on a possible automatic…
Charles Zhao: It is a pity that the Haval H1 doesn’t come with an automatic transmission. In about 2 years’ time, there will be a successor that’s slightly longer, and which will come with a choice of manual and automatic transmissions.
The challenges
While GWM and Haval’s recent growth in South Africa is impressive, several major challenges remain to it becoming a more significant player. Firstly, it is still taking too long for new Haval products to reach South Africa. Right-hand drive development appears to be low on the priority list, and consequently, a vehicle such as the very impressive H6, which debuted in China 2 years ago, is only likely to arrive in South Africa in 2021. The same goes for the striking new F7 and F7X SUVs, too. While these vehicles are impressive when viewed against their current contenders, the game will have moved on significantly by 2021…
The updated Haval H9 is not likely to reach South Africa in the next 12 months.
And then there are the technology challenges… While the development of new-generation turbodiesel engines is very much on the backburner for many brands, the reality is that the larger SUV and pick-up segments in South Africa remain dominated by diesel-engined vehicles. For the very capable H9 to reach its sales potential, a diesel engine is simply a must. Besides, the marque’s petrol line-up, in general, is relatively thirsty compared with their rivals.
Nevertheless, the brand will be busy in the coming 2 years. Besides the H2 facelift later in the year, the all-new leisure pick-up could arrive by late next year, with the new H6 and/or the F7 and F7x following in 2021, and a new H1 thereafter.
Most Devilish Nissans Ever Made + The One We’re All Afraid to Drive
Despite having to adapt to ever-stricter emission laws and contemporary safety measures, the ethos of the Nissan sportscar has remained largely unchanged over the years. Aaron Borrill traces its lineage and covers some of its foremost models.
Nissan has a rich history when it comes to producing driver-focused, track-honed weapons disguised as everyday runabouts. In fact, a quick browse through the Japanese marque’s illustrious product encyclopaedia reveals a string of cutting-edge sportscars inspired by those that came before it – a lineage spanning some 50 years. And while South Africa missed out on some pretty epic models over the years (for various reasons), we did still receive a host of segment-defining sportscars, most of which hark from the last 3 decades. Here are 7 of Nissan’s most inspirational sportscar offerings of recent memory including (quite possibly) the most outlandish, winged beast to ever bear the GT-R badge…
Posthumous performer – 200SX
Many enthusiasts know the S14, in 200SX or 240SX guise (depending on where in the world it was sold) as the Silvia. In its pomp, it wasn't praised for its '90s Japanese styling, but its mechanical potential instead. Under the bonnet resided a banger of an engine (a 2.0-litre turbopetrol, the fabled SR20DET), which produced an unstressed 145 kW in stock trim.
The 200SX was available exclusively in a coupe body style and its rear wheels were propelled through either a 4-speed or 5-speed manual transmission, something that made it appreciably popular in the drift scene. The S14 featured more refined design attributes than its S13 forebear, ditching the pop-up lights (a trade many enthusiasts believed should have stayed) for fixed units while rounder, more aerodynamic, dimensions grew its wheelbase and track for increased traction and stability. Capable of a 7-second 0-100 kph sprint time, not to mention a near-perfect weight distribution, the 200SX possessed the credentials to make it a drift icon – something which has made it more popular than when it was on sale.
Full-body workout – 300ZX
As much an icon as it is a myth, the 300ZX was a brutally fast machine for its time and one that took the fight to its rivals and defeated them one by one. We’re talking legendary models here such as the Toyota Supra, Mitsubishi 3000GT and Mazda RX-7. In fact, this Japanese juggernaut even had the firepower to give some of its contemporary German supercars a run for their money. It was incredibly difficult to tame the 300ZX’s huge dollops of low-down torque and tail-happy rear end; it gave its owners a full-body workout, especially in the wet, where many examples met an untimely demise.
Brimming with the Japanese styling riffs typical of the late Eighties/early Nineties, the 300ZX is the epitome of analogue engineering and still looks as glorious as it did 30 years ago. Underscored by a fire-breathing 206 kW/388 Nm twin-turbocharged 3.0-litre V6, the low-slung ZX was capable of a 5-second 0-100 kph sprint and 249-kph top speed.
God of Drift – Skyline GT-R R34
The Nissan Skyline concept may have sprung to life way back in 1969, but it wasn't until 2 decades later that the legend of "Godzilla" began to gain traction: that was when Nissan released the Skyline GT-R R32! Of all the Skyline models, however, it’s widely considered that the R34 is the one that started it all – particularly among those who enjoy a bit of tyre-smoking drift action. The R34 is special because it comes from an analogue era where the act of manual shifting and 3-pedal footwork resembled a ritual celebration of the gods of drift. That's right, no double-clutch flappy-paddle malarkey here. Of all the variants, it’s the V-Spec N1 homologation special that sits at the top of the R34 throne. It was sold without air conditioning, audio equipment and other amenities to reduce its kerb weight and was limited to just 38 units worldwide.
Full Carbon Jacket – R390 GT1
The R390 came to fruition after the firm's Skyline GT-R LM suffered multiple defeats to its GT1 competitors at Le Mans, most of which resembled fire-breathing winged dragons (such as the Mercedes-Benz CLK GTR and Porsche 911 GT1). Featuring exotic materials such as carbon fibre and Kevlar in its construction, sequential gearing and a minimalist cabin, the R390 GT1 is quite possibly the rarest Nissan of all time. It’s also the wildest, fastest and most expensive model ever.
Like the CLK GTR and 911 GT1, it was one of a handful of short-run homologation specials designed purely to satisfy entry regulations into GT racing. At $1 000 000 a pop, it was frighteningly pricey and while only 2 examples were ever made, it is unclear whether either of them was actually sold. Fitted with a mid-mounted twin-turbo 3.5-litre V8 producing an estimated at 412 kW, the R390 is a prime example of a bygone era where top speeds (355 kph in this case) trumped C02 emissions. It would surely have given the McLaren F1 a run for its money had it gone into a fully-fledged production run.
Muscle Car Mayhem – Nismo 350Z
Compared with the rest of the world, South Africa got the 350Z a little late in its lifecycle (during the mid-Noughties), but the anticipation was well worth the wait. Launched originally with a 206 kW lump, a rear-wheel-drive configuration, a 6-speed manual box and mechanical sound effects to rival those of a Star Wars movie, it was later liberated of an extra 24 kW (taking the total to 230 kW) thanks to a revised twin symmetric air intake system and a straight intake port.
And while this made for ample driver involvement, it wasn’t until Nissan launched the Nismo version in 2007 that the 350Z moniker cemented itself as a precision driver’s car. Armed with enhancements such as functional aerodynamic addenda, 18-/19-inch front/rear alloy wheels, Nismo-tuned independent multi-link suspension, Brembo brakes and a strengthened chassis, the Nismo 350 was designed to cut through mountain roads and carve up race tracks like a demonic machete.
Unsullied Samurai – Nissan 370Z 50th Anniversary
Despite the global pressure for greener and more planet-friendly engines, Nissan has fought to keep its endangered naturally aspirated V6 engine alive – but for how much longer? By modern standards its engine blueprint is ancient but the brutish 3.7-litre V6 resting up front is a homage to the car that spawned the Z car theme, the Datsun 240Z Fairlady.
As the name suggests, the Nissan 370Z 50th Anniversary edition pays tribute to the Fairlady 240Z with a BRE 240Z race car-themed livery available in 2 colour schemes: white paint with contrasting red detailing or silver paint with contrasting black detailing. Further unique additions include special 50th-anniversary badging, and 19-inch RAYS alloy wheels. It employs the same 3.7-litre V6 engine as the standard model with a 6-speed manual 'box sending power to the rear wheels.
Wings of Change – Scribante GT-R R35
Avert your eyes. The Franco Scribante Racing Nissan GT-R may be a rather hideous-looking thing, but behind that garish facade is a fully functioning downforce philosophy fuelled by the idea of climbing a hill as fast as possible – in this case, the Jaguar Simola Hill Climb in Knysna. While it does bear some semblance to the standard GT-R R35 upon which it’s based, a litany of layered spoilers, wings and canards disguise its myriad carbon-fibre panels and add an element of allure.
Built in collaboration with Dobson Motorsport, the entire set up reportedly produces more downforce than the vehicle weighs, something that helped it dominate the Simola Hill Climb in the hands of Franco Scribante, who won the modified saloon cars class. Scribante Racing has kept most of the engine modifications under wraps, but claim the GT-R produces a reliable 1200 kW. It has a brace of management systems that maximise traction and keep power delivery sort-of civilised.
The Mahindra XUV300 launches in South Africa this week and we can confirm specifications and pricing for the stylish newcomer.
Indian carmaker Mahindra is quietly doing very well for itself. With the Scorpio Pikup and compact KUV tallying up credible sales, Mahindra is launching the new XUV300 which takes on the Hyundai Creta, Renault Captur and Ford EcoSport.
South Africa is the first market outside of India to receive the XUV300 and we'll be getting 2 engines and 2 trim levels. “The XUV300 is the newest product of that philosophy and combines fresh thinking and our best engineering and design talent. We are very excited to see how our new compact SUV will not only wow customers in our second home – South Africa – but allow them to Rise!” says Mr Arvind Mathew – Chief of International Operations Mahindra & Mahindra Ltd.
In terms of engines, Mahindra is offering a petrol and a diesel-powered XUV300 for SA. Kicking off the range is a 3-cylinder 1.2 turbocharged petrol engine with 81 kW and 200 Nm. The second engine is a 4-cylinder 1.5 diesel and offers up 86 kW and 300 Nm. Both engines are mated to 6-speed manual transmission. Mahindra claims both engines were tested thoroughly in South Africa at the Gerotek facility, the identical venue where we conduct our Cars Awards-powered by WesBank.
Mahindra is offering the new XUV300 in W6 and W8 levels of trim. While there are a few differences, both feature a 17.8cm infotainment system with an aux port and USB connectivity. The new XUV300 is just under 4 metres long and 1.82 metres wide, and the cabin is claimed to be spacious, with the rear seats being able to fold flat in a 60/40 configuration.
We'll be driving the new Mahindra XUV300 on local soil this week and will share a launch review soon.
The cabin of the new Mahindra XUV300
XUV300 W6 Features
16-inch steel wheels
LED tail lamps
Follow me home, Lead me to car headlamps
Air conditioning
17.8cm infotainment system with nav, bluesense app, smartwatch connectivity, Bluetooth, Aux, USB
Four speakers
Electric windows
One touch lane change indicators
Safety features such as 2 airbags, ABS, EBD, CBC, remote central locking, disk brakes all round, ISOFIX mounts, 5 seatbelts
XUV300 W8 Features
17-inch alloy wheels
Leather seats
Chrome upper and lower grille
Electrically folding mirrors
Dual zone climate control
Cruise control
Keyless entry with start/stop button
17.8cm infotainment system (same as above, but adds Apple CarPlay, Android Auto)
Six speakers
Safety features such as 7 airbags, ESP, front foglamps, rear foglamps, front and rear park distance control, reverse camera, hill hold assist, tyre pressure monitoring system
Renault welcomes a new range-topping Sandero Stepway Plus to the South African market with enhanced styling and a host of standard features. See specification and pricing below…
The Renault Sandero has proven quite popular in the entry-level passenger car segment and more than 58 000 units have been sold since its introduction in 2009. The range-topping Sandero Stepway arrived in 2011 and has since accumulated over 26 000 sales locally.
In an effort to continue its success, Renault has now introduced an updated Sandero Stepway Plus to market.
A 3-cylinder, 0.9-litre turbocharged petrol engine with 66 kW and 135 Nm is offered across the Sandero range and in the case of the Stepway Plus, fuel consumption is claimed at 5.4 L/100km.
The Sandero Stepway Plus features a neat and well-equipped cabin.
Stylistically, the Sandero Stepway Plus is distinguished by its gloss black side mirrors with a red line and is offered in 3 colours including Fusion Red, Highland Silver and Cafe Brown. Renault’s C-shaped LED Daytime Running Light signature with C-shaped rear tail lights give it further presence. The front and rear bumpers are redesigned and the range-topping derivative is fitted with an integrated roof spoiler, roof bars, front and rear skid plates, fog lights, wheel arch mouldings and a raised ride height. 16-inch two-tone dark metal flex wheels are standard on the Sandero Stepway Plus.
In terms of features, the Sandero Stepway Plus comes well-equipped with standard features including a 7-inch touchscreen infotainment system with integrated navigation, Bluetooth, smartphone mirroring, Apple CarPlay and Android Auto. Other notable features include a rear parking camera (with rear PDC), front and rear power windows, electric side mirrors, leather steering wheel/gear knob and cruise control. Leather upholstery is available as an option for an additional R10 088.
Standard safety features for the Sandero Stepway Plus includes 4 airbags, ABS with EBD, brake assist, electronic stability control and hill start assist.
Renault Sandero – Price in South Africa
Sandero Expression – R179 900
Sandero Stepway Expression – R193 900
Sandero Stepway Plus – R213 900
The Sandero and New Stepway Plus comes with Renault's 5-year / 150 000 km warranty and a standard 2-year/30 000 km service plan. Services are at 15 000 km intervals.
Toyota GR Supra (2019) International Launch Review
The new Toyota GR Supra is a welcome addition to a small but growing class of purpose-built sportscars. The newcomer, which will arrive in South Africa in July 2019, clearly has great potential, but not all of it has been realised yet, our UK correspondent Andrew Frankel reports.
What is it?
More than anything, this Supra is remarkable for the fact it exists. The imperative that it "must make money" meant Toyota couldn't do the car by itself, but the joint venture with BMW that created it (and the Z4) has been so fraught that Tetsuya Tada, its refreshingly honest chief engineer, told me "there were many times when I believed it simply would not happen."
So you might fear some unsatisfactory compromise between Toyota’s craving for a balls-to-the-wall Porsche Cayman rival and BMW’s no less strong (but more commercially-motivated) desire to build a broadly defined sporty roadster. If so, you’re not alone: Toyota did too. Which is why, once the hard points had been agreed – platform, powertrain, wheelbase and so on – the 2 projects became separate entities, to the extent that Tada-san has driven a Z4 just once and has no idea how his car differs from theirs in terms of settings for suspension, steering and electronically controlled differential. "If you’re going to compare the Supra to another car, compare it to the Cayman," he said. Some might call that fighting talk!
From the outside, it doesn't look anything like the Z4 it shares parts with.
It’s an intriguing car even before you’ve fired up its BMW-sourced 250 kW twin-scroll, single-turbo 3.0-litre straight 6. Remember it’s the first car developed from scratch by Toyota’s in-house Gazoo Racing high-performance division, hence its full title of Toyota GR Supra. I think it looks great, save for some fussiness around the tail, but the BMW/Toyota interior takes acclimatisation. I don’t suppose too many Toyota customers will be outraged by the clear and effective iDrive interface and the bespoke instrument pack is informative and attractive. But the BMW switchgear looks odd in here…
Of the 2 transmissions you might expect to find in a Cayman rival – a manual or dual-clutch gearbox – there is no sign. Instead, ZF’s ubiquitous auto 'box directs the power to the rear wheels via a multi-link rear axle. There are struts upfront. The driving position is excellent and while the glasshouse is small, visibility all round is good enough by coupé standards.
The Supra takes a fair bit of provoking to unstick.
The most obvious benefit brought by such a combination of assets is that the Supra is extremely easy to drive, be it at a fast or slow pace. And while that might not be the most exciting of attributes to attach to a once achingly cool nameplate returning after a 17-year lay-off, out there in the real world, it matters. But, for the derisory amount of onboard storage space, this would be an exceptionally easy car to live with. The engine is smooth at part throttle and the transmission smoother – even the steering lock is incredibly generous. You’ll like the big boot too.
Forgiving ride quality
But you just want to know what it’s like to drive, don't you? From the outset the signs are good, perhaps even a little too good. The first thing you notice is the ride quality: we’re used to cars like the Cayman riding well, but to achieve such plush comfort with a sizeable motor sitting at the opposite end to the driven wheels is a different challenge and one to which the Supra rises with ease. It positively glides down the road in a way you’d be happy to find in a soft-bottomed GT car, let alone one billed to be as sporting as the Supra.
That 6-cylinder engine is terrific, too. It's not an M Power marvel, yes, but certainly far more charming in both voice and power delivery than anything you’ll find under the engine cover of a 718 Cayman. There’s essentially zero lag and the power band is so wide that you can deal with almost any decent road in 3rd and 4th alone. You’ll like the way it handles, too: its steering is quite quick, while avoiding the off-centre aggression engineered into some rapid racks to make cars feel more sporting than they really are. Lateral grip from the fat Michelins is impressive, longitudinal grip in the form of traction more impressive still. It’s a very easy car to get into a corner and an even easier one in which to power away.
It rides as comfortably as a GT cruiser.
So all good, then? Yes, and if this car has an issue, that’s it, right there. There’s goodness here, lots of it, but not so much that you’d more readily identify as being truly great. Which in this small, but highly-select class, is problematic.
Torque-converter auto doesn't do it justice
Whatever Toyota’s engineers say, the 8-speed auto is not the right gearbox for this car. It’s quite quick, but it doesn’t rip through its ratios as would the dual-clutch transmission (DCT) it needs. It can seem a little slow to take up downshifts too. Toyota says a DCT was ruled out because of weight, but the Cayman, which is a lighter car, is so equipped.
But the real reason the Supra falls slightly (yet significantly) short in the all-out sportscar role chosen for it by its creators, is the way its chassis is configured, and in 3 key areas. First, there is that suspension softness: standard adaptive damping means the body’s never going to flop about, but there is still too much movement when you start to drive the Toyota hard.
The car is always stable, but it needs guiding down a great road, where either one of its mid-engined rivals can simply be lobbed. Its body movements need a degree of anticipation and management that theirs do not. It resists understeer commendably well and will only oversteer on a dry road if provoked, and that’s impressive, but its angle of attack is less throttle sensitive than those of mid-engined cars’, lacking as it does their near-balletic, on-the-limit grace.
Getting used to BMW buttons in your Toyota may take a while.
Secondly, the steering is fine at guiding the car, but less good at filling your fingertips with information about how the wheels are interacting with the road surface. Finally, the brake pedal has a slightly dead feel and should you ever take your Supra near a track, the discs will likely need some management if full performance is to be maintained lap after lap.
But none of this is what irks most about this new Supra. It’s the indelible impression it leaves that within that sensuous shape a truly great car lies imprisoned. I can almost hear it rattling the bars. My feeling when I drove it was not so much how good a car this is – and don’t let anyone tell you otherwise – but how much better even than this it could so easily be.
It doesn’t even need more power. But a 6-speed manual gearbox like the one BMW already ties to this engine would be a huge improvement and would shed some kilos, too. What's more, I hate oversprung cars, but I’d still sacrifice some of that peachy ride quality if it would result in a little more composure in extremis. A set of big brakes would not go amiss either.
Should I buy one?
There is a good car here, its just not this one, yet.
Toyota says that this Supra is just the start of the story. We know the 4-cylinder version of the car (already on sale in Japan) is heading towards Europe and Tada-san is absolutely not ruling out higher performance versions.
I hope he rules them in soon. To me "Supra" is a special name and it deserves only to be attached to very special cars. For all Toyota’s claims that the new one has not been compromised by its BMW DNA, compromised is how it feels. It’s as if Toyota knew exactly how to make this a landmark sportscar but pulled back, just a little, right at the last moment. Until the Japanese firm can find the courage of its convictions and deliver a visceral, engaging version of the car the Supra could so transparently be, impressive though the newcomer is in so many ways, it will remain a "work in progress" in my opinion.
