Why BMW and JLR Need Each Other

Engineering excellence and independence have always been non-negotiables for BMW. So, why did the Munich-based firm forge a new cooperation agreement with Jaguar Land Rover, then?

Many automotive marques' brand identities are anchored in their independence from other car makers. For countless decades, the major players in the motor industry have operated on a simple principle that "you develop everything on your own… and elevate your brand with technical expertise". Then, you charge a premium for that expertise from customers who appreciate the technical excellence and exclusivity of owning your products.

All that is changing. Rapidly. This month saw yet another announcement of cooperation between manufacturers who would ordinarily be bitter rivals. The latest automotive joint venture is an agreement between BMW and Jaguar Land Rover (JLR) to pool engineering resources for the goal of producing superior electric drive units (EDUs).

Wait, why's there no exhaust outlet on the classic 2-dub?

These EDUs are effectively the electric motors and drivetrains that make electric vehicles (EVs) work – pretty much all the important electro-mechanical bits, but for the battery pack. The agreement between BMW and JLR raises a lot of questions and also reveals that the endeavour to build a future fleet of battery-powered vehicles is proving far more challenging than many industry bigwigs are willing to admit.

Neither brands are having a great 2019

The joint venture comes at a time of adversity for both JLR and BMW… At JLR, the losses are mounting, jobs are evaporating and 4-day working weeks are becoming a reality. BMW has warned of substantially lower profits and recently embarked on a R200-billion cost-cutting programme.

The respective manufacturers are also facing the peculiar challenge of having to research, engineer and produce electric vehicles, which are tremendously costly to develop, yet offer weak immediate profitability. As premium brands, they have demanding customers, who possess an awareness of what Tesla is doing, and are (now) subtly pressuring BMW and JLR to also offer battery-powered vehicles of a similar calibre.

With BMW and JLR desperately seeking efficiencies and faced with enormously challenging and expensive capital expenditure requirements to develop electric vehicles, pride and independence are no longer guiding principles. Survival is.

Although the joint-venture stipulated a very specific technical aspect – EDUs – it could possibly grow to a much broader cooperation agreement, if the British and German technical teams are shown to achieve the required harmony and productivity.

What can BMW offer JLR?

The sad truth is that Tata-owned JLR, after nearly a decade of phenomenal reinvention at the behest of designers and engineers, is bleeding technical staff. The firm has announced that it has to cut 4 500 staff voluntarily this year and by sheer weight of probability, a fair percentage of those will be engineers with very specific technical expertise. With the transformation of JLR's product portfolio (from an internal-combustion to battery-powered vehicles) is being strategized, the job cuts create a stalling effect on JLR’s R&D capacity at exactly the moment that it is most needed.

With Brexit imminent, JLR may have to outsource much of its R&D.

Partnering with BMW will ease the burden on technical research and development for JLR, but it is abundantly clear who the senior partner in this joint-venture is. The technical centre for BMW and JLR’s joint-venture EDU research will be in Munich, not the West Midlands…

With Brexit creating toxic uncertainty about which types of skilled automotive industry employees will be allowed to remain in the United Kingdom, JLR realises that it cannot lure young engineers into a job market where they could possibly be dragged into an administrative and bureaucratic quagmire. Munich is an internationally recognised technical hub and poses no issue for technical personnel who are requested to relocate there.

What can JLR do for BMW?

Despite being a much smaller brand, JLR has invested heavily in electrically-powered vehicles and has achieved amazing success so far. Consider that the Jaguar i-Pace is the current World Car of the Year and, in the eyes of many, superior to equivalent offerings from Tesla. The Coventry-based firm further has workable hybrid versions of all its SUVs, which could prove more than useful for implementation in BMW’s ever-expanding SUV lineup. With the 2 companies working together, it will be possible to reach economies of scale on electric cars on a shorter timeframe.

Then there’s a workable cultural exchange. BMW has an exemplary record of optimising working relationships with British car brands and their technical teams. Since Rolls-Royce and Mini have come under BMW’s management, both brands have flourished without sacrificing their identities.

Jaguar has invested in EV tech and aluminium architecture.

If BMW was seeking a partner to assist it in electric-vehicle development, the German company’s positive experience with its British subsidiaries (Mini and Rolls-Royce) definitely predisposed an agreement with JLR, as opposed to a French or Japanese automotive company.

JLR also has expertise in an area where BMW has perhaps been too ambitious: structure. The i3's platform, for example, is totally over-engineered and its carbon-fibre structure arguably the envy of (notoriously aloof) Italian supercar design teams. But for all its technical elegance, it's too costly.

An advanced aluminium monocoque is perhaps the best short- to mid-term engineering solution for battery powered vehicles. JLR has proven highly competent at implementing alloy structures – for body panels and platforms. The ability of JLR’s engineers to trim impressive amounts of weight, whilst retaining strength, in large off-road SUVs such as the Range Rover, will clearly be an area where they can be of assistance to BMW.

The EV game is proving too big for traditional brands

There is tremendous pride among engineers and the marketing people who plan their ideas into products. To reiterate: for decades, car brands' identities and differentiation pivoted on the ability of certain companies to develop technology – and deliver products – that others could not. And for the last 30 years or so, most of this was driven by the chasm in engine development between German marques and those from the rest of the world.

JLR's CEO Ralph Speth used to be a BMW engineer.

BMW is a profoundly proud company, one in which engineers hold sway. Meanwhile, JLR’s engineers have been given the credit for the British company's resurgence, not Tata’s cash injection. Why would 2 such confident groups of engineers be open to working together? The uncomfortable truth is that electric vehicle development is proving too complex, costly and difficult for independent companies and engineering teams to do by themselves. European premium automotive brands have realised they need partnerships, something which was unimaginable a decade or 2 ago.

BMW and JLR appear to believe that they will not cannibalise each other with their joint-venture EDUs and they are probably right. The diverse vehicle derivatives that will be powered by the EDUs might not compete directly with one another. EDUs are being classed as "everything not including the battery", and engineering teams from both brands will also feel more comfortable working on something within the electro-mechanical realm, instead of the mysterious pure chemistry of battery development.

But how did BMW and JLR find each other in agreement, in an industry where mistrust and fierce opposition are rampant? The answer is more obvious than you might think… JLR’s mercurial CEO is Ralf Speth – and he is German, instead of British. He also worked as an engineer at BMW from 1980-2000. If ever there was a rival CEO who could negotiate in good faith with BMW, it is Speth.

BMW and Land Rover may team up again to make an iconic Defender.

BMW and Land Rover also share a strange history, which has now been brought back into reference with the JLR technical joint-venture. The German firm owned Land Rover from 1994-2000. Nothing much happened in terms of technology transfer, but it did create a spectacular South African Land Rover Defender, powered by one of BMW’s finest powerplants, the (M52) 2.8-litre in-line six.

The era of a new Defender is upon us. And it might in future be powered, in some part, by electric drive motors jointly developed by BMW, in Munich. It would be an ironic twist in the destinies of BMW and Land Rover – yet again.

Toyota Hypercar Coming Soon

While all Toyota-related performance talk will be centred around the new Supra roadcar, the recent changes in Le Mans/World Endurance Championship regulations mean that a hypercar class has opened up. Toyota already has a working concept which will compete in the series, but more importantly, there'll be a road-legal version.

When Toyota announced its 2018 Toyota GR Super Sport Concept, we assumed it formed the basis of the next-generation of endurance racer. With the recent changes to the Le Mans/WEC regulations making provision for a hypercar, an opportunity for a road-legal hypercar has opened up. In this footage released by Toyota's Gazoo Racing division, we can see a camouflaged prototype driving around the Fuji Speedway circuit. Behind the wheel is none other than current Toyota CEO and President, Akia Toyoda.

Right now, there's not much to go on, but we do know that the Toyota hypercar will feature a similar powertrain to the racer which competed in Le Mans 2019 recently. That'll mean a hybrid powertrain with a combined output of around 1 000 hp / 745 kW. Regulations for the new hypercar class of WEC restrict the car to 750 hp / 560 kW and it can't weigh more than 1 100 kg.

As for the name? Well, Toyota titled its video with just "GR", but some Internet petrolheads are already dubbing it the "Toyota GR Super Sport". When it comes to life, expect to cost hypercar money and be extremely limited in volume. In order to meet the Hypercar class regulations, at least 20 production models have to be made available.

Toyota GR Video

All-New Porsche Cayman GT4 Revealed

Porsche has unveiled the next version of its high-performance Cayman GT4. With a potent new 4.0-litre 6-cylinder boxer engine at its heart, the new Cayman GT4 is faster, more efficient and aerodynamically cleaner.

The previous generation Porsche Cayman GT4 was an instant classic. Thanks to some thrilling dynamics, glorious engine note and rarity, the Cayman GT4 enjoyed a cult following and is highly sought after amongst the classic Porsche fraternity. Now for 2019, there's an all-new Cayman GT4.

Under the bonnet is a new 4.0-litre 6-cylinder motor which Porsche claims is based on the current 911 Carrera engine. Producing 309 kW and 420 Nm, it's not a slouch and Porsche claims 0-100 kph in 4.4 seconds. With a redline of 8 000 revolutions, the new Cayman GT4 boasts a top speed of over 300 kph, while consuming just 10.9 L/100 km. Porsche claims its new Cayman GT4 is more than 10 seconds faster than the outgoing car.

That's quite some performance, we think it'll tread on the toes of the new 911 – Read the Porsche 911 Carrera S Launch Review

It's not just about the fabulous engine however. The new aerodynamics package is said to produce up to 50% more downforce, while the rear spoiler is harder-working than the previous model with 20% more downforce. At 200 kph, there's 12 kg of downforce.

Underneath the good looks is a sharp high-performance GT chassis, Porsche Torquing Vectoring with mechanical differential lock. For those wanting even more, there's the option of a Clubsport package comprising rear steel roll bar, in-cabin fire extinguisher and 6-point seatbelts.

The interior of the Porsche Cayman GT4. Note, this is a Clubsport-equipped car with the fire extinguisher.

Toyota Testing Performance Parts At N24 Race

Toyota will be entering a new Supra into the Nurburgring 24 Hour Race this weekend. There's a nugget of info that has us very interested, however.

Motorsport is a great test of a car's reliability and durability as it pushes a vehicle to its limits for an extended period of time. However, the Nurburgring 24 Hour race event takes this to a new level and is extremely taxing and demanding to both vehicle and driver. With each lap comprising 25 km of distance, an altitude change of 300 metres and over 170 corners, a vehicle will be under serious strain.

A perfect place to refine and hone current technologies, then. We saw Hyundai put its pre-launch I30N hot hatches at this very event in 2017. Toyota Gazoo Racing has announced it will be participating in the 2019 event and has entered a new Supra to race alongside a Lexus LC.

Interestingly, in the press release from Toyota, the cars racing will "incorporate and refine parts and advanced technologies intended for future road cars." Does this mean we could be getting a hotter and faster Supra? Maybe. We already know that the Gazoo Racing hierarchy indicates a potential for a faster and more focused model. The current Toyota Supra is badged as GR, with the flagship performance models tagged as GRMN.

The new Toyota Supra will be launching in South Africa in the 3rd week of July 2019.

Some Fuel Price Relief For July 2019

Initial predictions and estimates from the Automobile Association (AA) for SA suggests that road users are in for some relief in the next month or two.

The AA of SA is suggesting there's a decrease in the cost of petrol and diesel. With a prediction of as much as 91 cents per litre and 70 cents for the diesel, things are looking better for the motorists.

"The story of the month is definitely oil," says the AA. "Crude laboured above $70 a barrel for large portions of April and May, as the tug-of-war continued between the OPEC countries, which favour ongoing output restrictions, and the USA, where production is steaming ahead."

"South Africans are not getting full value though, thanks to Rand jitters in the wake of the ANC top leadership trading jibes over the future of the Reserve Bank," the AA comments."After a period of sustained price stability, the Rand weakened substantially against the US dollar, taking some of the shine off oil's retreat."

We'll keep you posted as we head closer to the end of June 2019.

Toyota Hilux vs Ford Ranger (2019) Comparative Test

Toyota Hilux or Ford Ranger? This is a question that thousands of potential South African bakkie buyers grapple with. For some, it’s an easy choice, but for many, it’s a trickier decision to make. For this comparative review, we set the Hilux and Ranger loose on the Welgelegen 4×4 Farm? in Stellenbosch to determine which one is the better buy…

At Cars.co.za, we like a good ol' bakkie battle and the rivalry between the Hilux and Ranger is as fierce as they come. With monthly sales figures running into the thousands, these 2 bakkies are considered to be the most popular Light Commercial Vehicles (LCV) on sale in South Africa.

The last time we put the Hilux and Ranger together for a comparative test was way back in 2016 and at the time they were both really closely matched in almost every way, including price. Now, however, things have changed and there’s more to separate these classic rivals. The Hilux range received a significant update in 2018 and the facelifted Ranger was recently introduced with a pair of 2.0-litre turbodiesel engine options as well as a new 10-speed transmission. It is, therefore, the perfect time to bring these 2 bakkie giants together for another showdown.

For this comparative test, we managed to get our hands on the Ranger 2.0 4×4 XLT (automatic) and Hilux 2.8 GD-6 Raider 4×4 (manual).

Despite the differences in transmission, this comparative review provides useful buying advice if you are considering a Ranger or Hilux double-cab bakkie; we've paid particular attention to the contenders' kerb appeal, interior execution and standard features, engine performance, ride quality and handling, off-road ability and pricing and warranty details.

Is the mid-spec Ranger XLT strong enough to trounce the high-spec Hilux Raider? Let’s find out…

Both bakkies have recently received facelifts, noticeably changing the front end design.

How they compare in terms of…

Kerb Appeal?

Hilux

Raider spec Hilux really does look the part with the rear roll-over hoop.

Raider-spec adds notable road presence to the Hilux. The 2018 Dakar-inspired update includes welcome changes including a squared-off grille replete with a stylish chrome surround. The chrome look is carried over to the door mirrors and -handles, giving the Toyota a more sophisticated and polished look. The 2.8 GD-6 Raider 4×4 is also equipped with LED headlamps and daytime running lights as standard and rides on handsome 18-inch alloy wheels. Note that a rubberised load bay and sports bar is standard, but a tow bar is optional at an additional cost of R7 500.

Ranger

The Ranger XLT lacks a few styling finishes in comparison to the Hilux.

While the aesthetic changes to the latest Ranger are more subtle than those applied to the Hilux, they are nonetheless effective! The most obvious change is the central bar, which effectively splits the grille into 2 halves, while the lower bumper has been revised to strengthen the 2.0 4×4 XLT's overall front-end design. The chrome treatment gives the Ford some flash, but it does not detract from its macho appeal. The derivative rides on smaller 17-inch alloy wheels and looks a bit naked without a sports bar or a rubberised load bay (optional). A tow bar, however, is standard.

Verdict: Overall, we think the Hilux Raider looks more impressive than the Ranger XLT in the metal; it simply has more kerb appeal in stock form. Perhaps the smaller wheels and absence of a sports bar and naked load bay gives the impression that the Ranger XLT is a more basic offering (which it isn’t, but more on that later). Nonetheless, styling is subjective and you will ultimately have to decide which look you like most.

Interior execution and features?

Hilux

Cloth seats at this end of the are a bit of a letdown. *auto model pictured.

The Hilux’s interior has an upmarket appearance and its build quality is very good. However, the touchscreen infotainment system is rudimentary and while it does offer navigation and Bluetooth, it isn't Android Auto or Apple CarPlay compatible (which is an ongoing gripe with the Toyota range).

The 2.8 GD-6 Raider 4×4 comes with cloth upholstery as standard (leather is optional; speccing it will cost an additional R12 500) and other interior features worth mentioning include a rake/reach adjustable steering wheel with mounted controls, height-adjustable driver's seat (manual), cruise control, single-zone climate control, a USB port, electric windows/side mirrors and a reverse-view camera.

View specification details for the Toyota Hilux 2.8 GD-6 Raider 4×4 manual

Ranger

Ranger is impressively specced with modern infotainment and leather seats.

While Ford's interior material/trim does not quite match that of the Toyota (some of the plastics panels feel of marginal quality, for example), the perceived build quality (fit) is still good. The Ranger, however, strikes a significant blow in this match-up by offering an impressive, easy-to-use SYNC3 touchscreen infotainment system that includes Bluetooth, voice control, navigation, as well as Android Auto and Apple CarPlay compatibility.

Moreover, the 2.0 4×4 XLT is also well-stocked with standard features, the most notable being leather upholstery, a multifunction steering wheel (rake adjustable only, we must add), height-adjustable driver's seat (manual), rain-sensing windscreen wipers, keyless access, two USB ports, cruise control, dual-zone climate control, electric windows/side mirrors and front and rear park distance control with a reverse-view camera.

View specification details for the Ford Ranger 2.0 Turbo 4×4 XLT automatic

Verdict: The Ranger scores a win in terms of connectivity and its high level of standard specification adds significant value to the overall package. By contrast, the Hilux’s infotainment system is no match and it can’t beat the Ranger XLT in terms of standard features. It’s a big win for the Ranger!

Engine performance?

Ford has downsized its new Ranger bakkie to just 2.0 litres, while the Hilux remains 2.8 litres.

Hilux

The Hilux employs the familiar 2.8-litre turbodiesel engine with 130 kW and 420 Nm of torque. By all accounts, it’s a dependable motor that offers solid general performance be it on- or off-road. The Hilux accelerates with purpose and even though it doesn't have the most refined engine in its segment, its performance is difficult to fault. Mechanical integrity is one of the main reasons why the Hilux has such a devout following in Mzansi.

While we didn’t have an automatic on test on this particular occasion, we have tested the Hilux 2.8 GD-6 automatic extensively in the past and found the transmission to be well-matched to the engine, while also offering prompt and (relatively) smooth shifts. Toyota claims an average consumption figure of 8.5 L/100 km for the 2.8 GD-6 Raider automatic and our previous tests returned reasonable real-world figures of just over 10 L/100 km.

Ranger

Many people are sceptical about Ford’s new 2.0-litre turbodiesel engine (just as they had misgivings about the Amarok's 2.0-litre mill), but despite its smaller capacity, the new motor just about matches the Hilux’s outputs with 132 kW and 420 Nm. We can report with confidence that it outperforms the Hilux in the real world by offering superior mid-range acceleration, while also being quieter and more refined. The single-turbo engine is a peach!

Furthermore, the Ranger's new 10-speed transmission is very responsive to throttle inputs and always seems to be in the right gear to match on-road conditions. It’s also wonderfully smooth in operation. Importantly, though, the Ford trumps the Toyota in terms of fuel efficiency too. Ford claims an average consumption figure of 7.5 L/100 km and we saw returns of around 9.5 L/100 km, which is commendable.

Verdict: The Ranger convincingly beats the Hilux in 3 key areas including performance, fuel efficiency and transmission performance.

Ford's new single-turbo engine is smooth and its 10-speed 'box delivers excellent shifts.

Ride & Handling?

Hilux

The 2.8 GD-6 Raider 4×4's ride quality is good on asphalt as well as gravel road surfaces. However, the Hilux is more firmly sprung than the Ranger; its ride quality is not as pliant. What's more, we found the rear end to be somewhat jittery, something that most bakkies suffer from (but improves when the load bed is laden). We do, however, like the Hilux's well-weighted steering feel as it inspires confidence, especially when venturing offroad.

Ranger

One of the key upgrades the Ranger received during its recent model-year update was a revision of its suspension setup – and it has paid dividends. Whether crossing tar or off-road routes, the Ford’s ride is more forgiving than (and offers superior driving comfort to) the Toyota. The former's steering is lighter in feel and, depending on your preference, this can be beneficial when navigating the bakkie in tight city confines.

Verdict: We found the latest Ranger to ride more comfortably on various surfaces and, therefore, it scoops another win against the Hilux.

Off-road ability?

Hilux

The Hilux has always had impeccable off-road skills.

The Hilux is mightily impressive off-road and while we'd have preferred to tackle the off-road course with an automatic, the manual version of the 2.8 GD-6 Raider 4×4 performed admirably. Adorned with a rotary knob to easily switch between 2H, 4H and 4L, along with a centre and rear differential lock, the Hilux is virtually unstoppable when the going gets tough. The ground clearance of 286 mm makes it easier to deal with trickier obstacles.

Ranger

Both bakkies proved very capable on the off-road track at Welgelegen.

Much like the Hilux, the Ranger offers impressive off-road ability and the automatic transmission made off-roading even easier, because you only have to focus on steering and throttle control. The Ranger is also equipped with a shift-on-the-fly rotary knob for 2H, 4H and 4L as well as a rear differential lock to tackle tougher terrain. The Ranger’s ground clearance, however, is notably lower than the Toyota's (237 mm vs 286 mm).

Verdict: We know from extensive testing that the Hilux and Ranger are hugely capable offroaders and while both impressed us with their off-road abilities during this comparative test, we feel that a draw is the fairest call we can make seeing that we had different transmissions on test here.

Pricing and Warranty?

Hilux

The Hilux 2.8 GD-6 4×4 Raider manual is priced from R616 600 and if you want the automatic version then you can expect to pay R637 500 – an extra R19 900. The Hilux is sold with a 3-year/100 000 km warranty and 9 services as standard.

Buy a new or used Toyota Hilux on Cars.co.za

Ranger

The Ranger 2.0 Turbo 4×4 XLT auto is priced from R570 200 and is sold with a 4-year/120 000 km warranty and 6-year/90 000 km service plan.

Buy a new or used Ford Ranger on Cars.co.za

Final verdict

The two best-selling vehicles in the country .

While the Hilux Raider 2.8-GD-6 4×4 should ideally be compared with the Ranger 2.0 Bi-Turbo 4×4 Wildtrak – not the 2.0 4×4 XLT – the reality is that the former and latter's powerplants and abilities are well matched. However, the well-specced Ford offers better value for money than the Toyota.

To illustrate this: if you opt for the Hilux 2.8 GD-6 Raider 4×4 Automatic (R637 500) and specify leather seats and a tow bar, its total price will total R657 500, some R87 300 more than the Ranger XLT 4×4 Automatic. In this comparative review, the Ranger outshone the Hilux in terms of performance, refinement, fuel efficiency, ride and handling and standard specification. It’s also worth noting that the Ford has a longer warranty.

Is the prestige of the Toyota badge enough of a reason to buy the Raider (at a premium) instead of the XLT, though? Remember that Toyota is not a top seller without reason. Since the inception of the Cars.co.za Consumer Awards – powered by WesBank (and its crowning Brand of the Year category), the Japanese marque has won the title twice in 4 years, while Ford is yet to make the podium on any occasion. Brand of the Year means the marque in question excels at its sales processes, ownership satisfaction with its products, after-sales service, and achieve good resale values.

Therefore, in terms of sheer value-for-money, the Ranger 2.0 4×4 XLT wins this comparative test, but, based on feedback we've received from thousands of South African vehicle owners, the Hilux 2.8 GD-6 Raider 4×4 remains the better long-term ownership proposition.

Don’t agree with our verdict? Share your opinion with us!

More Power for Renault’s Porsche Rival

Renault reveals its latest version of the Alpine A110S – and it’s even lighter.

There aren’t many cars that can rival Porsche’s 718. If you want a mid-engined sportscar, you ordinarily have to pay supercar money for the privilege of having an engine between the axles, instead of on top of one of them.

Renault is finally giving Porsche what they have never had: a proper compact mid-engined rival to the 718 (Cayman). The car in question is the brand’s revival of its Alpine sub-brand and named A110. If you are a Renault follower, and aware of its classics, that naming convention will make complete sense.

We've driven the 718 Cayman S: read our review here

The A110 is a mid-engined chassis unique to Alpine and powered by the same 1.8-litre turbocharged four-cylinder which sits up front in Renault’s highly regarded Megane hot hatches. It’s light and fast – and now Alpine has revealed the A110S, which is even lighter and faster.

Alpine engineers have added an assortment of technical upgrades to the A110 with this new ‘S’ derivative. At each wheel corner there are revised spring rates, hollow anti-roll bars and recalibrated dampers which create a median 75% stiffer suspension set-up. The A110S also rides 4 mm lower than Alpine’s factory specification A110.

Larger Brembo brakes, which are optional on the A110, come as standard fitment on the A110S and it also rolls a stickier compound of Michelin high-performance tyre. For those drivers confident in their abilities, the car’s electronic stability control can also be completely disabled…

Jaguar's F-Type now also has a 2.0-turbo – does it work as a sportscar?

The A110S is more powerful than a standard A110, with power boosted from 185- to 215 kW. That increase in engine output equates to 0-100 kph in 4.4 seconds.

Best of all is how light the A110S is. With a carbon-fibre roof, which saves 1.9 kg in weight, this mid-engined Renault sportscar registers a kerb mass of only 1 114 kg.

Availability in select markets is scheduled for the fourth quarter of this year, with indicative pricing of R1 250 000. Renault SA was originally excited about bringing Alpine models to SA, however hasn't been able to make a business case work for it with current exchange rate fluctuations.

Five Times Carmakers Over-customised Cars for Hobbies

Carmakers try their hardest to produce vehicles to suit customer's lifestyles. Sometimes they go above and beyond and cater for very specific hobbies. Here are 5 instances where manufacturers went overboard.

Cars come in all shapes and sizes, to suit various needs and roles. If you're wanting to carry 7 people plus luggage to the airport on a daily basis, then there's a shuttle bus for that. If you're a single person doing small distances to work and back, there's a compact car for you. If you need to tow things and go offroading, then guaranteed there's a large SUV or double-cab bakkie that will fulfil that need. What we're saying is that cars are engineered to suit people's lifestyle and generalisations are applied.

However, there are times where cars have been created or modified to suit very exact needs, or rather should we say built for a very specific demographic. Granted, some of these are one-offs and concepts, while others are priced beyond the realm of reason, but it's impressive and incredible to see what can be done.

Jamie Oliver's Land Rover Discovery Kitchen

Chef Jamie Oliver teamed up with Land Rover to create a kitchen on wheels. Based on a current generation Land Rover Discovery 5, this unique creation features a pull-out preparation table, toaster, slow-cooker, ice cream maker, olive oil dispenser and even a rotisserie skewer.

Skoda Karoq Velo

Skoda is a Czech vehicle brand owned by the Volkswagen Group and it has a record of supporting major cycling events and teams. It has made a cyclist's dream vehicle, based on the Karoq compact SUV. Inside, there's a toolbox, drinks cooler, high-pressure hose, washing machine and a work station to service your bike.

Range Rover by Holland & Holland

For those wanting the ultimate in luxury and comfort, even beyond what Range Rover can offer, look no further than Holland & Holland. The company has created a version of the Range Rover for hunters. Not only has the interior been overhauled and given a seriously luxury upgrade, but it also features gun racks and storage for hunting rifles.

Nissan X-Trail 4Dogs

Just when you think you've seen it all, along comes a car for dog owners. Based on the Nissan X-Trail, the X-Trail 4Dogs edition features a modified boot area complete with access ramp, snack dispenser, 360-degree pull out shower, hairdryer, doggy bed, and clipping points for a safety harness. The boot is upholstered in premium wipe-clean leather so any stray dirt or pet hair can easily be cleaned or removed.

Bentley Bentayga Fly Fishing by Mulliner

This is an interesting tie in, as we reckon that owners of Bentaygas are hardly likely to take their prized SUVs offroad. However, Bentley feels there's an opportunity to appeal to the fly-fishing community and turned to its coachbuilding arm, Mulliner. The Bentayga's boot has been modified into one gorgeously trimmed fly-tying workstation and storage area.

Spy Shots: Audi A3

The next-generation of Audi A3 has been spotted testing in the Alps.

Picture credit: S. Baldauf/SB-Medien

What you see is the next-generation Audi A3, carefully camouflaged. Our spy photographers tell us that the A3 prototypes were in the Alps mountain range undergoing brake testing on the technical and twisty sections of road. Anyone who has driven extensively in a mountainous are knows how much the brakes get worked when you're trying to keep the car in control on a downhill.

In terms of engines, we think the range will receive revised and enhanced versions of the current powertrains as well as the inevitable plug-in hybrid / e-tron. There should also be an S3 and an RS3, but the performance variants are at least 18 months away. When it comes to interiors, we think the new Audi A3 will adopt the latest cabins seen in the A1 and Q8. That means a new-look infotainment software, which we've experienced in the aforementioned cars.

We're still some way away from seeing a production-ready Audi A3, but we expect a reveal before the end of 2019.

Ranked: The 5 Best Volkswagen CitiGolfs

The CitiGolf is a bona fide icon of South African motoring – close to 377 000 units of the legacy Golf Mk1 units were produced in Volkswagen South Africa's Uitenhage plant. Here are 5 of the most influential versions ever made…

With a heritage that spans 25 years, the CitiGolf is somewhat of a phenomenon here in South Africa. In 1984, the original Golf Mk1 (the successor to the Beetle) was superseded by the Mk2 (also known as the "Jumbo Golf"), which boasted bigger dimensions and a plethora of improvements. But, because the Golf had moved upmarket, it was no longer as affordable and this left a chasm in Volkswagen South Africa’s entry-level portfolio.

While the company did consider introducing the Polo to the local market, the local subsidiary of the Wolfsburg-based brand ultimately decided to continue its Golf 1 production line (which had been amortised) and repackage the Mk1 as an affordable car for students and first-time buyers. And so the CitiGolf concept was born. During its tenure, the CitiGolf was available in various states of tune and colour options, and Volkswagen sold more than 1 200 units a month – every month – for a quarter of a century. Think about that for a moment… While there were a number of stand-out derivatives produced over the years, including Sonic, Deco, Designa, Citi.com and Ritz, the following 5 CitiGolfs stand out as the most influential.

5. CitiGolf Sport 1985-1989

With a colour scheme inspired by Dutch artist Piet Mondrian, the "Eighties" CitiGolf was available in the choice of three bright primary hues: blue, yellow and red, while other colours (such as silver, black and pink) were introduced at a later stage. Powered by 1.3-litre carb-fed 4-cylinder, these versions sold appreciably well owing to their economic engines, affordability and bright, endearing colour-ways. The line-up lacked an out-and-out performance model for a few years, but that changed when the CitiGolf Sport was introduced to the market. Responsible for kick-starting a lineage of performance-focused CitiGolfs, the Sport was initially powered by a 64 kW 1.6-litre (also with a carburettor), but was later upgraded to a 70 kW 1.8-litre motor mated with a short-ratio 5-speed manual gearbox — it was pretty rapid for the time (capable of a sub-11 sec 0-100 kph dash).

4. Citi Life 1999-2003

After the CTi (see below) was discontinued in the mid-Nineties, it wasn’t until the Citi Life was introduced in 1999, that a veritable performance-orientated derivative was again available to the public. In terms of DNA, it followed very much a similar recipe to that of the CTi with blacked-out tailgate- and B-pillar foiling, a rear spoiler, colour coding, mudguards and 15-inch alloy wheels. It truly looked part.

Engine-wise, it received a fuel-injected 1.6-litre 4 cylinder — it was a nippy little lump that produced 74 kW and 140 Nm of torque. It also benefitted from upgraded brakes and new exhaust system, all of which yielded a fairly impressive 10 sec 0-100 kph sprint time. The Citi Life underwent a mid-life facelift in 2003 when Volkswagen SA introduced a string of changes to freshen up both the Citi’s exterior and interior design cues. To give a few examples: it was rebranded with updated "Life" fender logos and a "Citi 1.6i" gel sticker on the tailgate, received new front windows, relocated wing mirrors, a rear-screen wiper, and repositioned indicators (on the front fenders), while its interior sported a completely new dashboard (see VeloCiti).

3. VeloCiti 2005-2009

The VeloCiti heralded a new dawn for the CitiGolf concept in South Africa. Its sporty facade, new badging philosophy and trendy, metallic colour options found favour with the younger generation and stimulated yet another resurgence in sales in the entry-level segment. It sported the brand’s recent facelift, which implemented several changes to the exterior and interior, most notable of which was the completely re-designed dashboard (something it borrowed from the Skoda Fabia). It was available in 2 states of tune: a 62 kW 1.4-litre and 74 kW 1.6-litre, both controlled by MP9 management systems and accessed via a short-ratio 5-speed ‘FFZ’ transmission. 2006 heralded another facelift with such changes as newly remodelled tail-lamp clusters with circular insets (to go with Volkswagen’s new design language) and a new front bumper with lower apron grille.

2. CitiGolf CTi 1990-1995

*Image courtesy of Car Magazine.

Considered by many local Volkswagen aficionados as the best CitiGolf of all, the CTi quickly gained cult status owing to its GTI-derived DNA and sportiness. As such the CTi received myriad enhancements to differentiate itself from its lesser siblings such as a rear spoiler, blacked-out tailgate foiling, CTi decals on the lower rear doors, 15-inch alloy wheels and colour-coded wing mirrors. The interior too benefited from semi-leather/tartan cloth seats, sporty instrumentation binnacles and a trio of VDO ancillary gauges to monitor oil pressure, amp voltage and fuel pressure gauges. It all looked very authentic; very GTi. Its biggest drawcard was undoubtedly the K-Jetronic-fuel-injected 1.8-litre 8-valve motor that pumped out 82 kW and 153 Nm of torque. It was a screamer and – at the time – the fastest CitiGolf ever produced with a top speed of 180 kph. It's a collector’s piece!

1. CitiGolf 1.8i R-Line 2006 (Limited Edition)

Fettled by Volkswagen South Africa's motorsport division, the Citi R-Line was a reincarnation of the original Mk 1 GTi and CTi. Like the GTi and CTi that came before it, the R-Line also befitted from a 1.8-litre 8-valve engine — albeit with radically tweaked internals such as a smoothed-out cylinder head, a re-profiled 272-degree camshaft and chip-tuned ECU. With maximum outputs of 90 kW and 162 Nm, the 900 kg Citi R-Line was no slouch in a straight line – Volkswagen South Africa a claimed the R-Line had a 0-100 kph sprint time of 8.5 seconds.

Furthermore, it looked the part, with an aggressive body kit, pin-striped grille, limited-edition alloy wheels and R-Line badges rounding off the visual treatment. As to how many were ever produced, nobody quite knows… There was, however, a limited run of standard Citi 1.8i units, boasting identical performance figures but far more demure packaging, that followed shortly after the launch of the R-Line.

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Ranked: The 5 Best Volkswagen CitiGolfs

The CitiGolf is a bona fide icon of South African motoring – close to 377 000 units of the legacy Golf Mk1 units were produced in Volkswagen South Africa's Uitenhage plant. Here are 5 of the most influential versions ever made…

5. CitiGolf Sport 1985-1989

4. Citi Life 1999-2003

3. VeloCiti 2005-2009

2. CitiGolf CTi 1990-1995

1. CitiGolf 1.8i R-Line 2006 (Limited Edition)

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