The price of both petrol and diesel will increase as of the first Wednesday of September.
As of Wednesday, the 4th of September petrol will increase by 11c a litre for both 93 and 95 unleaded. Diesel will see a bigger hike as it goes up by 26c a litre at midnight.
Oil prices have steadily dropped over the course of August meaning without currency fluctuations, SA may have seen a drop in fuel prices of between 30 and 50c a litre. Unfortunately, our Rand has devalued badly over the month against the US dollar resulting in a rise in the cost of fuel.
Take not to fill up your tanks before midnight's price hike.
The new vehicle market continues to decline in tough market conditions which has resulted in yet another disappointing month of new car sales. See the details below…
According to the National Association of Automobile Manufacturers of South Africa (Naamsa),the declining sales trend which has been prevalent for most of the year continued to impact negatively on the new car market with an aggregate decline of 5.1% recorded in the month of August 2019.
While this decline may be concerning, WesBank Executive Head of Motor, Ghana Msibi sheds some positive light on the matter for consumers, “There are some factors for consumers to be encouraged by. Inflation was at a 7-month low in July giving some analysts hope of a further interest cut before the end of the year. Yet lower oil prices that should be benefitting motorists at the fuel pumps are being stifled by the weakness of the Rand, with fuel price hikes expected during September.”
Take a quick look at the numbers below…
New Car Sales in SA for August 2019
Aggregate new car sales of 45 537 units down by 5.1% (-2 440 units) compared with August 2018.
New passenger car sales of 29 075 units down by 7.6% (-2 381 units) compared with August 2018
LCV sales of 14 041 units up by 0.5% (+71 units) compared with August 2018
Export sales reached a new monthly record high of 44 566 units up by 37.8% (+12 225 units) compared with August 2018.
Household budgets remain under considerable pressure and the effect of reduced spending power continues to drive sales numbers down. Furthermore, business and consumer confidence remain low and the expectation is that matters are due to worsen before they improve.
Msibi commented further that while sales would be depressed further in the short term, change may come. “But there are glimmers of confidence from other areas of the same pot that should give hope to industry to continue their charge for survival and prepare their businesses to capitalise when the market does eventually turn.”
Exports sales offer further positive results and the outlook is that exports will reach record highs for 2019.
Toyota Makes Free In-Car Wifi Available for SA
Toyota South Africa, Vodacom Business and Altron have partnered up to launch a mobile phone application that allows every new Toyota to become a mobile hotspot. And there’s more… free data!
As of Thursday 29 October 2019, all Toyota and Lexus models sold in South Africa will come standard with in-car Wi-Fi, and various other connectivity features. This makes Toyota SA the first manufacturer in South Africa to offer a mobile app that is fully integrated with manufacturer and dealer systems. The app has various features that range from the ability to book services at your local dealer to check your vehicle’s battery health. The system is called Toyota Connect and will be integrated into the existing MyToyota App which was first launched in 2014.
No more telephone bookings
The new system allows owners to book services via the app and secure time slots at a specific branch. Users can even select a specific technician to work on the car, all via the app, and all in real-time. The system comes with a logbook facility that automatically saves a digital log of the cars mileage and service history for tax purposes. As an added safety feature, users will have roadside assistance and built-in impact detection.
What most people are talking about though, is the fact that a new Toyota or Lexus can now effectively be a mobile hotspot for its passengers. The system can be activated via the app and as a once-off, users receive 15GB of free data. Customers can then choose to top up via Toyota Connect or their banking app. This is a huge step forward for the average South African who can now access the internet and download movies or podcasts via the car.
Toyota's built-in app suite now comes with data that can be topped up like a normal cell phone.
For the moment, the data costs still remain as high as ever but when Vodacom Chief Officer William Mzimba was asked about the current, prohibitive data costs, he said that this is just the start of the relationship and more cost-effective, packages will be on offer in the coming months. He also added: “We’re witnessing an increasing number of car buyers ranking in-car technology as important as vehicle performance. They want their cars to be safe, efficient, better equipped and fun. By connecting people to platforms that will manage the complexity of streaming music from the cloud, real-time traffic information and personalized roadside assistance, we can meet these growing demands.”
Altron, specialists in vehicle tracking provided the technology for the system to operate on, calling upon years of experience in the vehicle tracking space. It was however emphasized that vehicle tracking is not the function of this system, however, the knowledge acquired by Altron over the years has proven invaluable in providing a platform for the technology to run on.
When asked about the partnership, Toyota CEO, Andrew Kirby said the following: “This is just the start of an exciting journey. We are thrilled about the imminent addition of benefits such as license renewal, which will allow Toyota Connect users the ability to renew their vehicle license disc via the technology and have it delivered to their address of choice.”
It wasn't only Gauteng classic car fans that had fun this past week, lovers of classic and exotic cars in the Western Cape hosted the Spring Rally, all in aid of a good cause.
The Spring Rally saw owners (and their families/friends) of more than 50 classic and exotic cars come together to raise awareness and funds for Atlantic Hope, a house of safety for abandoned and vulnerable babies. Atlantic Hope was started by Marilyn May, a nurse from Cape Town, and it is legally approved to house up to 6 babies at a time, often for as long as a year.
Some of the cars that lined up for the start at Lourensford Estate's Motor Studio Market this past weekend included such rarities as a Cadillac Eldorado Coupe, Chevrolet Corvette C2 Stingray, Mercedes-Benz SL "Pagoda", numerous Porsches and also a macho-looking Ford Mustang. It's not only participation that raises funds, there was also a raffle with some amazing prizes up for graps from the various sponsors.
Not your usual roadblock – participants were not issued fines, but rather goodie bags containing, among other things, a breathalyser.
The convoy left Somerset-West after the ribbon was cut by none other than Premier Alan Winde, and then set off for its overnight destination in Arniston at the Arniston Hotel. Along the way it encountered what is usually not a very welcome sight, but the organisers had engineered a magnificent party trick by working with local law enforcement to stage a roadblock where it wasn't fines that were issued, by rather goodie bags with snacks and items such as a breathalyser, to raise awareness for responsible driving.
The lunch stop was at the spectacular Angora Stud and Guest farm which has a motor museum of its own. Here participants dined between numerous vintage Mercedes-Benz's and more.
In the end, the Spring Rally's participants raised R200 000 for Atlantic Hope. The Spring Rally is now in its fifth year and growing fast. According to the organisers the goal is to bring passionate car lovers together, to make it possible to enjoy their special cars on wonderful roads, and to do good. Mission accomplished, then.
The all-new Audi Q3 is finally available in South Africa and it represents a compelling offering in the family car/compact SUV segment of the new vehicle market.
ADVERTORIAL
With a bold new design, a feature-rich interior and a host of advanced safety features, the latest generation of Audi Q3 is available in 3 variants, with prices starting at R565 000.
Only 1 engine will be available initially, the latest 1.5-litre turbo petrol with healthy power outputs of 110 kW and 250 Nm. Fuel consumption, on paper at least, is impressive at under 6.0 L/100km.
The interior features Audi’s latest touchscreen infotainment system which ditches the physical buttons from the previous generation in favour of a touchscreen-only setup. The dashboard design is noticeably angled towards the driver and the screen is brought closer to the driver’s fingertips for ease of use.
The system makes it easy to input addresses into the SatNav and entire words can be written out on the touchscreen instead of entering the address letter by letter.
A fully digital instrument display adds to the modern look and feel of the car and is upgradable to the 12.3-inch Audi Virtual Cockpit. Useful tech such as Android Auto and Apple Carplay are fitted as standard as is a wireless charging pad.
The interior is roomier than before and features practical improvements such as a sliding rear bench with backrests that fold in a 40/40/20 split. Each seat can slide forward or backwards individually to increase boot space or rear legroom for passengers. Overall the boot is 20% larger than the outgoing Q3 and a nifty innovation is that the parcel shelf has been designed to fit under the boot floor.
In terms of active and passive safety systems, the Q3 is packed to the gills with the latest tech that Audi has to offer, wtih many features from Audi’s larger and more expensive cars making their way into the Q3.
Audi pre-sense scans the road ahead for potential hazards and will brake the car automatically to help prevent an accident. Radar guided cruise control is also available which will monitor the traffic ahead, maintain a safe following distance and the car will even park itself, while rear cross-traffic alert will help you safely manoeuvre out of parking bays.
With bold LED headlights and taillights, a large single-piece front grille and clever design cues which make the car look more purposeful and more Audi-ish, the Q3 represents a significant upgrade to its predecessor and is a unique offering in this segment. The car will go on sale in early September 2019.
The GT-R nameplate turns 50 years old this year and Nissan is celebrating this significant milestone with the introduction of the aptly named GT-R 50th Anniversary Edition, which is available in limited numbers in South Africa. We recently took this, the latest iteration of the R35-generation GT-R, for a drive in Pretoria…
The Nissan GT-R is well-known for its stonking performance ability, tuning flexibility and outright badass kerb appeal. If you have attended previous Simola Hillclimb events in Knysna, you will know exactly what the GT-R is capable of when it is tuned up extensively. It’s stupendously fast!
Given the 50 years of heritage behind the GT-R, Nissan invited us to Pretoria, Gauteng, to not only sample its commemorative GT-R 50th Anniversary Edition, but also to tip our hats to the GT-Rs of yesteryear – cars that have made the nameplate a legend across the world.
Nissan had every generation of GT-R on hand for us to ogle over, which was a special treat. My personal highlight was seeing the Skyline GT-R Hakosuka in the metal in both coupe and sedan form. The coupe version, as you may recall, was the star of SentiMETAL Episode 3 and is owned by Nissan/Datsun enthusiast, Freek de Kok, from Bothaville in the Free State. We even rode shotgun in some heritage models, including the R32 Skyline GT-R, colloquially known as Godzilla, as well as the R34 GT-R, which just about ripped my face off with its insane off-the-line acceleration.
But that’s not all, Nissan also had South African racing drivers Wilhelm Baard and Reghard Roets on hand to share insights on the GT-R, as well as their experiences at the Simola Hillclimb and South African motorsport in general.
Anything new here?
The current generation GT-R is ageing, but it still offers scintillating performance.
The R35-generation GT-R isn’t new; in fact, it’s now more than a decade old (it was unveiled on the eve of the 2007 Tokyo Motor Show and went into production shortly thereafter). Despite its age, it remains a formidable supercar and I revelled in the opportunity to finally drive the beast!
The GT-R 50th Anniversary Edition is offered in 3 distinct liveries, but our favourite look is Bayside Blue with white racing stripes – it looks particularly striking in the sunshine. Other colour options include Pearl White with red stripes or Super Silver with white stripes.
The GT-R’s performance record is undeniably impressive, but I was curious to see what the GT-R would be like to drive on bustling public roads. Could it still live up to its reputation as an "everyday supercar", or would the combination of the R35's brawny dual-clutch transmission, decidedly firm suspension and brutish twin-turbo motor confound and frustrate its driver in anything less than perfect performance-driving conditions?
The GT-R's cabin has old-school appeal, but it can't hide its age when compared with newer and more modern supercars.
The interior is wrapped in dual-tone grey leather, while specially designed and embossed sports seats provide the necessary comfort and support, whether your cruising to your playground or driving spiritedly on it. Other 50th-Anniversary details include special trim for the steering wheel and gear lever, embossing and an Alcantara headliner. The instrumentation, dials and controls have a distinct old-school look and feel, which suits the car's persona to a tee. However, some might criticise the interior for being dated and incongruent for a car carrying a price tag of R2 415 000.
It’s worth mentioning that the 2020 GT-R features updated turbochargers, revised suspension and steering and a new brake booster, but outputs remain unchanged for now. With seat belts fastened, it was time to experience the might of the GT-R's turbocharged 3.8-litre V6 engine that generates 410 kW and 632 Nm of torque. A snappy 6-speed automatic transmission, which has also been revised, directs those numbers to all four wheels with Nissan claiming an ambitious 0 to 100 kph sprint time of 2.7 seconds, which can apparently be achieved under "perfect conditions".
What's it like to drive?
The GT-R is considered heavy by supercar standards, but it's an incredibly fast machine nonetheless.
At startup, the urgent burble and snarly bark of the engine (when you blip the throttle pedal) evoke an image of a nightmarish monster rudely awakened from its slumber. When the road clears and you mash the accelerator to the floor, the GT-R emits a delightful tone as its all-wheel-drive system digs in and blistering forward thrust ensues. The experience of the GT-R going at full tilt is incredible; its acceleration is simply astounding.
Speed is one thing the GT-R delivers in abundance, but the effortless way that it delivers that performance is particularly impressive. It's palpably easy to achieve heady speeds and by using the steering-mounted paddles, a driver can execute rapid shifts to unleash the engine's full potential.
The steering setup of the Nissan offers swift and sharp responses to inputs with a light communicative feel that belies the heft of the GT-R (with a kerb weight of roughly 1 740 kg, its heavy by modern supercar standards). However, you don't really feel that weight when you're wielding the 50th Anniversary Edition's 'wheel enthusiastically. Instead, the venerable supercar feels quite nimble and dextrous, which was a pleasant surprise.
I was also astonished by the GT-R's ability to achieve crazy cornering speeds. The car's grip threshold is so high – surely its full potential could only be unlocked safely on a race track. In that sense, the GT-R's performance is perhaps wasted on public roads, where it feels confined and restricted.
During our 70-km drive, we were also impressed by the general usability of the GT-R. It never felt intimidating to drive and while it's suspension is firm, the ride wasn't unduly harsh. It's nice to know you can drive the R35 at normal speeds with ease (and in comfort), while you have access to brutal performance should an opportunity arise to exploit it. It can be calm and sedate, but it can also be devastatingly quick, which is admirable…
Final thoughts
The future of the GT-R remains mostly a mystery and we may have to wait a few more years before the next generation comes to the fore.
The GT-R’s rich heritage is something Nissan is extremely proud of – and so it should be. However, there’s no denying that the GT-R is now old-school and heavy compared with more modern supercars. As it stands, Nissan has yet to decide the engineering direction for the next-generation GT-R. Electric and hybrid supercars are de rigueur so there's a chance that future iterations of the iconic supercar will be very different to this one.
With a price tag of comfortably over R2 million, value for money is a somewhat moot point. There are several supercars that cost much more than the GT-R, but, as time ticks by, it becomes harder to justify that 2-bar-plus outlay against the backdrop of a rapidly changing supercar landscape. Having said all that, I remain confident that each and every 1 of the 36 units allocated for our market will find wholly satisfied owners.
We can’t wait to see what the future of the GT-R holds…
If you're familiar with our YouTube channel, Ciro De Siena requires no introduction. And, if you've ever wondered what car "our video guy" is proud to call his own, then this video will answer that question…
Hello hello, Ciro here! Yes, this is the first car I've ever bought myself. I've been a motoring journalist since I was 19 and so I've never had to buy myself a car.
When I decided to take the plunge, I was on the lookout for something special. I wasn't too fussy and I went to test drive a few modern classics. But then this little Mazda came up at the Crossley & Webb dealership in Cape Town.
This car had one owner and was garaged its whole life in Johannesburg with only 44 000 km on the clock. It was an absolute gem. The interior is in mint condition and completely original, except for the sneaky little boost gauge sitting on the steering column. And that is the first clue to what's happening under the bonnet. This car has quite a few tricks up its sleeve, and I'd love for you to watch the video and let me know what you think.
This car means very much to me. It puts a smile on my face every single time I drive it, and that's how I know I bought the right car. I don't think I'll lose money on it, these are so rare in South Africa, but I almost don't care. I love this car and it makes me immensely happy. And that, I suppose, is priceless.
The all-new Audi Q3 – the latest generation of the Ingolstadt-based brand's premium family car – has finally been launched in South Africa. The evaluation route of the media launch event comprised a melange of tarmac and gravel road surfaces, including open roads and mountain passes – so we gave the newcomer a thorough perusal…
What's new?
The Audi Q3 has won a considerable number of fans over the years. Before the somewhat awkward Q2 came along, the Q3 was the entry-point to the Ingolstadt firm's SUV range and more than 1.1 million units were sold globally, of which just under 10 000 units found owners in South Africa. Compared with its predecessor, which was based on the PQ35 platform, the new Audi Q3 is based on the Volkswagen Group's MQB matrix. MQB is ubiquitous, but widely lauded for its impressive driving traits, practicality and refinement (areas in which the newcomer is expected to perform well).
As for the looks, it's unmistakably an Audi SUV. Its exterior treatment represents a fresh interpretation of Audi's contemporary design language and incorporates minor cues that have trickled down from the Q8 flagship. As a result, the Q3 looks refreshingly modern and distinctive, it's unlikely to be confused with another manufacturer's product! Nice touches such as the daytime running lights and sweeping indicators add to the car's prestige. Inside, the Audi Q3 adopts the brand's all-new infotainment system, which we first experienced in the A1 and Q8. It's a smart, modern and intuitive setup, with crisp graphics across all screens. Speaking of screens, the Q3 features Audi's Virtual Cockpit digital instrument cluster as standard.
The Q3's combination-LED tail-lamp clusters are not only aesthetically pleasing – they incorporate dynamic turn signals.
What's on offer?
At launch, only a single engine and transmission combo is available. The engine on duty is a 1.4-litre 4-cylinder turbopetrol unit and, by virtue of its peak outputs of 110 kW and 250 Nm, it offers adequate performance. Badged as a 35 TFSI, this Audi Q3 also features an S-tronic dual-clutch transmission with 6 forward speeds. In terms of acceleration, Audi claims a 0-100 kph sprint time of 8.9 seconds and it'll run to a top speed of 204 kph. When it comes to economy, Audi claims 5.0 L/100 km and the derivative lacks quattro all-wheel drive; it has a front-wheel-drive setup instead.
There are 3 levels of trim to choose from: Standard, Advanced, S Line. Each spec level gets its own visual identity, with trim-specific body kits and detailing. Standard exterior features include 17-inch alloy wheels, LED headlamps and rear combination lamps with dynamic turn signals, separate daytime running lights, black roof rails, body-coloured exterior mirror housings and a roof spoiler with a centre high-mounted stop lamp.
Inside, all Q3s are equipped with a 3-spoke leather-trimmed steering wheel, cruise control, Virtual Cockpit, automatically activated lights and wipers, auto-dimming rear-view mirror, electrically adjustable side mirrors, rear PDC, a touchscreen infotainment system, Audi smartphone interface with Bluetooth and voice recognition, plus dual-zone climate control. The interior trim is a leather/leatherette combination and features a centre armrest, black gloss-look dashboard accents, micro metallic silver inserts and illuminated scuff plates with aluminium inserts, as well as LED interior lighting. The rear bench seat has a centre armrest and beverage holder, plus the load bay features a stainless steel loading-edge protector.
In terms of safety equipment, Q3 derivatives are fitted with, inter alia, ABS with EBD and brake assist, electronic stability control with hill descent control and hold assist, dual front-, side- and curtain airbags, as well as a tyre pressure monitoring system.
The newcomer's fascia exudes quality, with a slick touchscreen infotainment interface and dual-zone climate control console.
Audi is trying to remove the complexity of offering too many options and instead offers bundled feature packages (Comfort, Technology, Sport, Parking, S line interior) to simplify things for prospective buyers. You can, of course, specify a few extra things, if you think the standard specification is too basic… We especially liked the Audi phone box, which features wireless charging, 2 USB ports and supports Apple Car Play/Android Auto.
MQB-based products are practically packaged and the Q3's no exception. The rear bench can move fore and aft by up to 15 cm to increase legroom or increase cargo-carrying capacity, plus the rearmost seats can be folded down to avail 530/675/1 525 litres of space (depending on configuration). Interestingly, the Q3 has the same wheelbase length as the Volkswagen Tiguan, which should give you some idea of the newcomer's dimensions.
What's it like to drive?
On-road refinement is one of the new Q3's strongest traits; it suppresses noise, vibration and harshness very well.
The route that Audi South Africa laid out to demonstrate its new Q3's prowess emulated a typical weekend away and incorporated a variety of road surfaces. We did an extended drive on the highway, negotiated some snaking mountain passes and traversed gravel roads of varying quality.
On the open road, we were impressed by the Audi's refinement… it was virtually only when we drove on the coarsest of tarmac that some road noise permeated the cabin, but what little there was, was effortlessly drowned out by the (superb, but optional) Bang & Olufsen sound system. With sweet Fleetwood Mac melodies encouraging a stretch of restrained driving, we took our time to explore the cabin's admirable levels of fit and finish.
The redesigned fascia is a superbly-assembled piece of kit and it really shouldn't take you long to work out how the touchscreen infotainment interface works. One of the new navigation features, for example, allows you to physically write on the screen with your finger and while we are often sceptical of such gimmicky pieces of new technology, this one was surprisingly accurate and picked up 'Bloemfontein' when we scribbled it in.
The steering proved a pleasant surprise. We could hustle the Q3 through some of the tightest mountain passes with ease; the tiller offers a fair amount of feedback and the MQB-underpinned SUV responded well (and quickly) to steering inputs. Somehow the Audi minimises that typical "prone to body roll" SUV feeling, and when you're pressing on, it handles like a hatchback. Ride quality is also worthy of a compliment, especially as some of the roads we encountered were far from ideal. It's firm, which is to be expected with cars fitted with sportier trim and larger optional wheels, but at no point did the Q3 crash over bumps. It's happiest on the highway and smooth roads, which is probably where it'll spend most of its life.
One of the driving modes was marked Offroad, which we activated when we turned onto some spectacular dirt roads in the Karoo. This mode adjusts the car's behaviour in an effort to keep it stable (hill descent control is standard, remember). We summoned our inner rally-driver spirits and tackled the roads faster than we usually would, but came away duly impressed! The levels of grip for a front-wheel-drive SUV were commendable. We induced some instability through absent-minded (or hamfisted) cornering, but even then, the electronic stability control stepped in quickly to bring things back in line. Despite some punishing, quick driving over some harsh dirt roads, the Q3 rejoined the tarmac with no rattles or squeaks.
Criticisms? Well, the big one for us is the range's lack of powertrain options. Audi South Africa says the 1.4-litre turbopetrol automatic is the only derivative the firm can source from Audi global right now (August 2019), which makes us hopeful that the range will be expanded with both turbopetrol and -diesel options, as well as the inevitable RS Q3 with its stonking 5-cylinder motor. The Q3's powertrain is quite adequate for city driving, but don't expect too many fireworks in terms of overtaking grunt, despite the very best efforts of the slick-shifting S-tronic transmission.
The build quality of the Q3's cabin is really a cut above; will Audi's (fellow German) rivals be able to top this excellent effort?
Should you buy one?
If you're an owner of an outgoing Q3 with high mileage and keen on buying a new one, we'd understand if you made a beeline for the nearest Audi dealership in due course. At the very least, you should go see what the new one offers. However, we'd suggest waiting a bit and see out the initial rush. Hang back and wait for the lineup to expand with stronger (perhaps a 2.0-litre turbopetrol) or -diesel derivatives. Yes, the 1.4-litre is a prudent choice… it's just that we've become accustomed to punchier and potent powertrains from the brand. This car would be sublime with the performance (and reasonable economy) of a 2.0-litre turbodiesel, especially in combination with the brand's new-generation 7-speed dual-clutch transmission.
That being said, despite its average engine, there's a lot to like about the Ingolstadt-based brand's latest offering. It's sleek and modern, excellently finished and boasts improved levels of space and practicality. After a bizarrely quiet period during 2018, Audi SA is back with a vengeance and will launch a whole host of new products over the coming 18 months. Watch this space. This segment is already tightly packed with strong entries from Volvo, Jaguar, Land Rover, BMW and Mercedes-Benz, and to say that we're itching to do a group assessment would be an understatement!
Audi Q3 Price in South Africa (August 2019)
The Audi Q3 range includes a standard Audi Freeway plan (5-year/100 000 km)
35 TFSI S tronic R565 000
35 TFSI S tronic Advanced R585 000
35 TFSI S tronic S line R599 000
The expansion of the BMW X-range portfolio continues with the introduction of a new flagship. The X7 is the biggest production BMW ever made, has a massive grille and, in M50d form, so much grunt that it borders on the ridiculous. And then there's the tech… Has the German brand gone completely over-the-top, or hit the nail on the head?
We like: Stonking performance, build quality, ride comfort, semi-autonomous features
We don't like: A bit too derivative of the X5 inside
? In M50d guise, the X7 offers unmatched performance in the large luxury SUV segment.
In a world where bigger seems to equal better, and luxury SUVs are among the ultimate statements of success, the BMW X7 seems to fit like a beautifully tailored glove, irrespective of what you think of its controversial styling. Aimed at markets such as America and China, the X7 is the biggest vehicle ever produced by the Munich-based firm. South Africa loves big, luxurious SUVs too. Lexus and Toyota do well with their big LX and Land Cruiser 200 derivatives, and then there's Range Rover, of course, as well as Mercedes-Benz's upcoming replacement for the popular GLS.
But this particular X7 is a completely different animal. The M50d (the current flagship of the range) is powered by an engine simply unmatched by any of its competitors, especially when you consider that its price starts at under R2 million. So, if you're looking for a first-class SUV with 3rd-row seating, mind-boggling performance and tech, and something that says, heck, proclaims that you've arrived, the X7 M50d is definitely aimed at you.
The cut-glass transmission lever is a little OTT, but it will appeal to some buyers. The centre console includes buttons to toggle between the various drive modes, as well as a switch to raise and lower the vehicle.
For all its design controversy, sumptuous comfort, opulent luxury and advanced tech, this particular X7 is defined by what's under its bonnet. The M50d is powered by a quad turbodiesel (yes, it has no fewer than 4 turbochargers!) 3.0-litre straight-6 that delivers 294 kW of peak power at 4 400 rpm and 760 Nm of torque from 2 000 to 3 000 rpm. Propulsion is directed to all 4 wheels via BMW's refined, slick- and swift-shifting 8-speed automatic transmission. It's a powertrain that delivers that typical "iron fist in velvet glove" type of performance, with the big-daddy X7 capable of sprinting from standstill to 100 kph in only 5.4 seconds, which is quite a feat for a vehicle that weighs around 2.5 tonnes!
In the X7's default driving mode, which is geared towards comfort, the accelerator needs quite a deliberate stab from the driver's right foot to initiate rapid acceleration, but once that message is delivered the Bimmer's occupants are squished back into their cosy seats, the nose lifts in the manner of a speedboat and the M50d rockets forth. Switch to Sport mode and, as to be expected, the throttle becomes more sensitive. On the opposite side of the spectrum, Eco Pro makes the throttle lazy as the SUV tries to save fuel by staying in the tallest gear for as long as possible.
Given the incredible performance that the X7 M50d can deliver, we don't think the Bimmer's fuel consumption is too terrible. BMW claims an average fuel efficiency of 7.3 L/100km, and we achieved an average of around 9.0 L/100 km, which was admirable.
Ride & Handling
Our test unit came specified with optional 22-inch dual-tone wheels. M Sport brakes with blue callipers are standard.
The X7 M50d features adaptive self-levelling suspension, M Sport Differential and M Sport brakes as standard. Twenty-one-inch alloys are fitted as stock, but our test unit was specced with darker-hued 22-inch alloys (R29 700). Executive Drive Pro delivers electromechanical roll stabilisation at both ends and crunches driving-style data and navigation info to fine-tune the ride characteristics (you have to pay R37 700 extra if you want that).
Our vehicle was not fitted with that system, but we doubt it's a box worth ticking, because the X7's combination of ride quality and handling ability is pretty impressive as it is. The X7 does not feel particularly nimble, but it seems less clumsy to pilot than, say, a current-generation Mercedes-Benz GLS or Range Rover. There's still a measure of BMW-ness to the way it reacts to driver inputs (particularly through the deft steering), which is admirable, seeing as most buyers are unlikely to ever take their X7s for a blast over a mountain pass. More importantly, the X7 cushions its occupants from the outside world in a way that puts it right up there with the very best – NVH (noise, vibration, harshness) control is excellent.
And what about off-roading, you may ask? Well, we hardly think it's applicable in this instance. While other X7 derivatives are offered with an off-road package as an option, the M50d is not. That says it all, really. At its core, remember, the X7 is really just a larger X5, and that vehicle's off-road game has been considerably improved compared with previous-generation vehicles…
Design & Packaging
? In the metal and in this colour combination, the X7's most controversial feature, its grille, was hardly ever mentioned by onlookers.
And what would the launch of a new BMW model be without a bit of controversy… In terms of design, the X7's reception by the media has been lukewarm at best – it's been savagely criticised (even ridiculed) by some publications. But here's the thing… the newcomer is a big machine, and as the brand's new flagship in a new segment, it needs to make a big statement. The consensus of this team is that the grille helps BMW to achieve those goals, but not in an overwhelming or clumsy way. In fact, most onlookers didn't even mention it when we asked their opinion of the X7's look.
As the flagship X7 derivative, the M50d features M Performance trim, so you get more aggressively sculpted bumpers, air intakes and side sills. There's also less chrome on this derivative, with most of the shiny bits darkened to a tone called "Galvanic Cerium Grey". As a result, this particular X7 looks quite "stealthy", but with that blunt front end and piercing, blue-tinted Laser Light headlamps (a R21 900 option), it certainly gets noticed and, in our test team's experience, desired. So, mission accomplished, then? Well, partly.
Well made and loaded with features, but the X7's cabin is too similar those of its smaller siblings.
When you climb inside the X7, you might think you've stepped into an X5 cabin by mistake. That's not a criticism of the X5 – we rate it highly and that includes its cabin – but seeing as the X7 is a flagship model, we were hoping for a little bit more of a sense of occasion. That aside, you'll find very few things to criticise. We're not massive fans of the cut-glass transmission lever (part of the CraftedClarity package for R9 400), and even less of the plasticky feel of the back of shifter (a leather application would fit a car of this stature better). But that's it as far as the negatives go.
The seats are superb – heating/cooling is available for R9 700, while you can also have a massaging function for the driver and front passenger (R15 800). The handsome and grippy M leather steering wheel is standard and overall fit and finish of an excellent nature. There are some really cool touches: the front cupholders feature heating and cooling functions, for example, and there is a switch on the driver's door with which the 2nd-row seats can be moved forward electrically to allow easier ingress for passengers into the 3rd row, for example.
Our test unit featured a 6-seater configuration, which means the middle row has 2 plush "armchairs".
Speaking of which… The X7 comes in a 7-seat configuration as standard, but can optionally be specified as a 6-seater instead, which was the case with our test unit. With the 6-seater configuration (it's a R9 600 option), you get 2 individual chairs in the 2nd row instead of the traditional bench. The middle row seats are noticeably higher than those in front, creating a "stadium seating" effect. Even so, headroom remains good even though there is a vast panoramic glass sunroof with integrated LED light graphics, which is also an extra-cost feature (R17 800). Those seated in the 2nd row also get their own dual-zone climate controls and even 10.2-inch rear entertainment screens with Bluray drive (but that's standard!).
The 3rd row is easily accessible because the 2 centre seats move forward and tilt slightly upwards at the back to create more of a "passageway" to the rear. If the front-row seat is moved too far back, that too will automatically move a little forward. Standing outside the car and with the rear door open, one can easily access switches mounted in the doorframe to electrically lower or raise the 3rd-row seats. Once seated, legroom is very acceptable and headroom still sufficient for a 1.8m-tall occupant, even with another little sunroof fitted at the rear. Rearmost passengers also get their own ventilation and temperature control system, as well as a pair of USB-C ports.
Yes, those are pillows on the headrests…
With the 3rd row folded down, the load bay is vast (but remember if you tick the 6-seater option you can now only accommodate 4 people) – it measures 750 litres. But even with the 3rd row in situ, there is useful packing space. The floor is high, though, partly because it also houses a space-saver spare wheel under its floor. The tailgate is split and both sections work electronically. The load bay is equipped with switches to fold down or raise the 3rd row, or even move the 2nd-row seats forwards or backwards. BMW has paid careful attention to the details, that's for sure.
Price and warranty (August 2019)
The BMW X7 M50d is priced at R1 862 308, but because there are myriad (and very tempting) options, most buyers will fork out more than that. Still, we don't think the standard spec is unreasonable, given it includes such niceties as a Harman Kardon surround-sound system, a rear-seat entertainment system, active cruise control with a stop&go function, 5-zone climate control, electric roller blinds (in the rear doors) and high-beam assist. The Exclusive package (R108 900) bundles together BMW Laserlight headlamps, 6-seater configuration, Ambient Air package, a 20-speaker Bowers & Wilkins Diamond surround-sound system, CraftedClarity cut-glass interior elements and the panoramic glass sunroof with Sky Lounge.
Of the standalone optional extras, we liked the leather fascia finish (R23 200), and front plus rear seat heating (R9 700) in particular. Needless to say, all X7 derivatives come with BMW's 2-year/unlimited km warranty and 5-year/100 000 km maintenance plan.
Verdict
This particular derivative of the X7 occupies a rarefied spot in the market – one that leaves it without an obvious direct competitor. The new Mercedes-Benz GLS is not yet available and won't offer a similarly powerful engine (at least initially). Audi's SQ7/SQ8 derivatives are not yet available in South Africa and a Range Rover Vogue TD6 is probably the closest offering from the Solihull-based brand, but it offers less power and is more expensive. But even when viewed without the context that a direct rival would provide, the X7 M50d is an exceedingly impressive machine.
The derivative comes with just enough standard features to make the base price seem reasonable (for its market segment), especially when you factor in its considerable power advantage over other first-class SUV contenders. The interior is truly practical, spacious and superbly luxurious, if a little lacking in "status" because it's simply too similar to the X5 in terms of fascia design. But that engine… it gives the X7 M50d a virtually unrivalled combination of performance and efficiency. You'll have to decide about the looks for yourself, but as a ginormous and super-luxurious performance SUV, the X7 M50d ticks the boxes so thoroughly that, in retrospect, the brouhaha about the grille seems nothing more than a storm in a teacup.
Porsche has added the Macan Turbo to its lineup where it sits as the fastest model in the lineup.
The 2nd generation Porsche Macan Turbo makes use of a smaller enigne (down from 3.6-litres to 2.9-litres) but produces more power than before. Porsche claims the new 2.9-litre unit, which is also used in the Cayenne and Panamera uses two turbos to produce 324 kW and 550 Nm of torque. Combined with the Sports Chrono package, it will launch the Macan Turbo to 100 kph in 4.3 seconds. That's perfectly on par with offerings like the AMG GLC 63, X3 M and F-Pace SVR. Top speed on the new model is 270 kph. Porsche is still sticking with its dual-clutch PDK gearbox while other manufacturers have resorted to conventional autos. The Macan Turbo makes use of the 7-speed PDK 'box and has a claimed fuel consumption of 9.8L/100 km.
Visually the Macan Turbo has subtle yet defining adornments to give it that extra sporty appeal. The most notable is the fixed rear spoiler which has a double wing design to it. Then there are the special side skirts and mirror designs as well as the 20-inch wheels. Topping off the changes are the silver twin tailpipes.
The brakes on the Macan Turbo feature a tungsten carbide coating that is said to offer faster response, wear less and produce 90% less brake dust. The coating is offered as standard, but if you want high gloss discs and white calipers, that's an optional extra. If you want to take braking one step further Porsche offers ceramic composite brakes. Also on the option list is air suspension and Torque Vectoring Plus which improves chassis agility.
Inside the Macan Turbo gets sports seats ensconced in leather and 18-way adjustable. The roof lining is finished in Alcantara and the brushed aluminium package. A BOSE sound system with 14 speakers is standard fitment on this model. Expect to see the Macan Turbo in SA from early 2020.
