A walk-around video of the all-new Toyota Quantum has emerged, giving us a great look at the interior and exterior of the newcomer. Watch now!
Toyota South Africa confirmed that the new Quantum van will be arriving in Q2 of 2019. The range will comprise three-seat vans in long (LWB) and super-long wheelbase (SLWB) configurations and six-seat LWB crew cabs. The bus range will comprise of 11 (LWB) and 14-seater (SLWB) versions. There'll be just one engine: the 2.8-litre 4-cylinder turbocharged diesel, which currently does service in the Hilux.
RenaultSport's famed Cup chassis is now available in the Megane RS. Unlike its 280 Lux sibling, which has an EDC automatic transmission, the 280 Cup comes with a manual 'box and favours handling prowess and an involving driving experience over cosseting road manners and everyday comfort. Does it live up to expectations?
We like: Blindingly quick everywhere, great manual ‘box, 4-wheel-steer gives it a unique character.
We don’t like: Lost a bit of the hard-edged feel of the previous Cup. Exhaust note/engine rasp not that entertaining.
The new Megane RS Cup is a good looking hatch with a few tricks up its performance sleeves.
Where does it fit in?
The last few generations of Megane RS have really challenged the perceptions of what compact-sized hot hatchbacks, let alone front-wheel-drive cars, can achieve dynamically. The RS 280 is available in the Lux, which offers rapid performance, but has a more comfortable suspension setup (and dual-clutch auto) and the Cup is simply a more driver-focused machine made for hot hatch aficionados; it's offered exclusively in manual guise. Moreover, the latter comes with a mechanical limited-slip differential, red-painted Brembo brake callipers and a 10%-stiffer damper setup.
The good
Front-driven and then some
The 4-wheels-steer system gives the RS a character no other car has.
As a driver's car, which is exactly what the RS is supposed to be, the Cup has a unique feel that makes it far more interesting to pilot than most of its hot-hatch rivals. It all comes down to the 4-wheel-steering, which turns the car more at low speed and then keeps it stable during high-speed cornering.
The system requires some familiarisation, especially when you drive the Cup enthusiastically on a public road (not a race track). Front-driven cars usually offer lots of grip, but inevitably push their noses when their front tyres reach the limits of their adhesion. In this iteration of the RS, such understeer is mitigated by more turn-in as the rear wheels rotate the car further, effectively giving you another level of grip and agility. While we were still getting the hang of the test unit's 4-wheel-steering – in extremis – we found ourselves turning into corners too sharply, which prompted us to turn out the 'wheel midway through bends; such was the Cup's propensity to hug apexes with vigour, despite our best… even overeager… efforts.
After a few days' practice, however, you should get the hang of it and realise just how much the 4-wheel-steering system, in combination with the car's low centre of gravity, augments the Cup's handling. Whether you're cornering off-throttle or powering out of a bend, there's no need to back out of the steering and wait for grip; it's always there. As ever, the front-end inspires much confidence, but the (subtly pivoting) rear wheels do their bit.
Engaging to drive
Yes, manual gearboxes are still a thing. An increasingly rare thing, mind you.
The current trend in hot hatches is to have electronic control for virtually everything: the car's central processor will adjust how much weight the steering 'wheel needs, how firm or pliant the dampers should be and alter the shift pattern of the dual-clutch transmission to suit whichever mode the driver has selected. And yet, it feels so good to have a manual 'box and a heavy clutch combined with a mechanical slip diff. You can really be the driving force and engage with the experience when you’re slipping your hand off the wheel to grab another gear or reel off a heel-and-toe downshift.
Compared with its predecessor, the Cup's engine has been downsized to 1.8 litres (from 2.0 litres), but it’s more responsive and cranks out a few more kW (205 kW up from 195 kW). This motor exhibits less turbo lag too, which means you can use a higher gear when pulling out of corners.
The steering in the Megane RS range has always been a highlight delivering a quick and very mechanical feel to the tiller that’s responsive and returns razor-sharp feedback. The new model remains sharp and delivers a lightspeed connection to the front wheels but some of that pure feedback has gone missing. It may be something to do with the electronics that slightly numb the feedback, but for an electric steering system, it’s very well-weighted and instils great confidence in the front end.
Always get good seats
The best seats in the hot hatch segment.
The Alcantara seats in the RS are supportive everywhere and the adjustability is substantial. You can get the seat really nice and low – for those who covet this sort of position and the minor centre of gravity improvements that come with it. A tightly supportive seat is a must for track day enthusiast and on that note, the Renault offers a vast array of track tools in the form of downloadable telemetry. The on-board system captures data from steering, throttle, brakes, speed, and g-forces and then allows the driver to analyse them afterwards – every track day driver needs this tool – after all, data analysis the fastest way to go quicker.
The not so good
A little softer than old Cups
True track day enthusiasts may find this new Cup chassis softer than the previous model.
There were no doubt more than a few prospective buyer and owners that complained about the previous RS Cup chassis being far too hard for every day and being a little tiresome. For this gen, the Lux model has really filled that hole well as a proper Golf GTI rival that’s capable in all conditions. The Cup then should remain a hard-edged racer’s tool, right? Well, it’s harder, yes, you can feel the added stiffness and performance gains when sending it into corners and really giving it a good rip on track. It does, however, feel softer than you’d expect from a track tool. There’s a hint more body roll than expected and though the front end is quicker than any rival within sight of a Civic Type R, there’s still room for a bit more improvement.
Where’s the sound gone?
The raspy induction noise has gone and is replaced with a bit more of a mellow and less violent hum. A quick flick through the drive setting modes and an off-throttle popping and banging accompanies you down the road. It’s artificial, but a decent noise nonetheless.
A difficult infotainment screen
While the infotainment screen isn’t unique to the RS, it does make it quite difficult to manoeuvre through screens and the touchscreen needs a solid prod to accept a command. Considering some of the clean, hi-res screens in the competitors this is a weak point in the Megane range.
Pricing and warranty
In spite of the more racy equipment on the Cup, it costs exactly the same as the Lux at R569 900. Considering the closest thing to it in terms of all-round performance is the Honda Civic Type R at R648 300 it represents a decent offering, for the price. It’s also just about the same price as a VW Golf GTI. The Megane RS is sold with a 5-year/150 000 km warranty and a 5-year/90 000 km service plan.
It's nice that a hot hatchback maker still values some good old diver input in its cars.
Verdict
The new Megane RS is a looker and, in Cup form, it offers sharper handling and greater driver involvement than its Lux sibling. The stiffer chassis, mechanical limited-slip diff and Brembo brakes make it feel tractable, eminently wieldy and, when the opportunity presents itself, at home on a track.
The engine delivers great acceleration and the torque curve allows you to hold higher gears longer and power out of corners at full throttle. The introduction of 4-wheel-steering has made the biggest change to the Megane RS, however. Compared with its predecessor, the Cup offers better mid-corner turn-in and effectively quells that eventual understeer that tends to ruin the driving experience in many front-wheel-drive hatchbacks.
It does lack some of the real hard-edge of the previous Cup, which made that car almost unbeatable on a race track. And although this model is undoubtedly faster than the car it replaces, its driving experience is not quite visceral, seat-of-the-pants… or emotive… enough to fully satisfy hot hatch aficionados. For now, if you want a Megane RS, get the Lux and, if you seek a real track toy, wait for the RS Trophy; it's coming later in 2019.
Alternatives (click on the names for specification details)
The 2018/19 Carsawards winner for best Hot Hatch is a multi-purpose piece of kit that feels at home on a race track like no other car in its class. It’s also eerily good on the daily grind too. It is a little expensive however.
The segment leader for many years now, the Golf GTI covers all the bases but offers a tame track experience compared to the Renault. There is a much hotter TCR version on the way.
The Mini JCW offers up sparkling performance in a pint-sized box. It’s more a fun toy than a track tool but won’t disappoint if you spend more time on mountain passes than race tracks.
The Sun Finally Sets for SLC
Mercedes-Benz has revealed the retirement configuration of its compact roadster. Meet the Mercedes-Benz SLC Final Edition.
After 23 years, the decision has been made to pension tooling and assembly scheduling for Mercedes-Benz’s SLC. Demand for the compact roadster has collapsed in the last few years, with customers showing a preference for high-riding SUVs and crossovers, instead of a folding-hardtop two-seater sportscar.
It’s a poignant moment for Mercedes-Benz’s styling department, as the original SLK was a vehicle which revolutionised public perception around the German brand in the mid-1990s. With its daring design and clever packaging, defined by that folding hardtop roof, SLK created a counterpoint for those who had long criticised Mercedes-Benz as a hopelessly conservative automotive brand.
Paying homage to the memory of those original SLKs, the SLC Final Edition features a vivid yellow paint option – which was also the signature colour when SLK debuted back in 1996. It’s called sun yellow and looks particularly fetching on third-generation SLC, contrasting with a black grille, air-intake and door handles.
These Final Edition SLCs are effectively AMG-line cars, which means you get Affalterbach moulded bumpers, a 10mm lower ride height (courtesy of sports suspension) and larger brakes. The Final Edition kit can be applied to SLC 180, 200, 300 or even the AMG 43 version of Mercedes-Benz’s smallest two-seater sun-seeker.
Why is it all ending, though? It’s worth remembering that when the first SLK went on sale, Mercedes-Benz marketed a single SUV that very few people knew of – much less bought: the Geländenwagen. In 2019, nearly half the brand’s product portfolio are gravel travellers.
This change in customer demand has decimated demand for a compact roadster such as SLC. In truth, this is a car which has seen waning fortunes since its third-generation redesign in 2011 – with sales tapering off rapidly after the renaming from SLK to SLC in 2016. A scenario which could also be accredited to the current C-Class cabriolet, with its fabric roof and roomier cabin.
BMW has added another pair of full-blown M models to its SUV portfolio. Following in the wide tracks of the monstrous X5 M and X6 M, come the X3 M and X4 M. While the concept of a performance SUV is not a new one, there has been a proliferation of executive class-sized tar-shredders; the segment now boasts entries from several manufacturers.
The new BMW X3 M and X4 M are available in two flavours: standard and Competition. Both are powered by the BMW's familiar twin-turbocharged 3.0-litre inline 6, but whereas the standard versions produce 353 kW and 600 Nm of torque, the Competition option's peak power output is 375 kW.
Power is predictably sent to all four wheels, via an 8-speed automatic transmission – with no dual-clutch drivetrain option. Those power numbers and all-wheel traction combine to deliver very keen acceleration numbers: 0-100 kph in 4.2 seconds (4.1 sec for the Competition derivatives) and a top speed of 280 kph for X3/X4 Ms with the optional Drivers’ Package. Setting aside the X4 M, which is a niche product that competes with other coupe-inspired executive-sized SUVs, for the moment, how does the upcoming X3 M compare with its rivals?
Audi SQ5
Seeing as there's no RSQ5, the SQ5 will have to do. Power comes from a 3.0-litre 6-cylinder turbocharged petrol engine, pushing out 260 kW and 500 Nm. Power goes to a quattro setup and it'll hit 100 kph from 0 in a claimed 5.4 seconds.
The baby brute from Affalterbach boasts a 4.0-litre biturbo V8 motor with 375 kW and 700 Nm, giving it performance credentials of 0 to 100 kph in a blistering 3.8 seconds!
The about-to-be-launched F-Paced SVR has one of the biggest engines in the segment. It's a 5.0-litre supercharged V8 with 405 kW and 680 Nm, and this is enough to slingshot the F-Pace SVR to 100 kph from 0 in just 4.3 seconds.
The stylish Alfa Romeo Stelvio Quadrifoglio is now available in SA and has the same 2.9-litre biturbo V6 (375 kW and 600 Nm) as the Giulia QV. Power goes to all 4 wheels via an 8-speed automatic transmission and it'll hit 100 kph from a standstill in a claimed 3.8 seconds.
While the new Porsche Macan range is yet to feature a fiery Turbo version, we'll have to make do with the Macan S with its 3.0-litre V6 producing 260 kW and 480 Nm. With the Sport Chrono pack fitted, it'll hit 100 kph from standstill in a claimed 5.1 seconds.
A vote in Brussels this week could limit the speed you drive in future. Forever.
Interest groups are campaigning for mandatory speed limit technology in all passenger vehicles. This Thursday the European Parliament will vote in Brussels on legislation which will shape the future of mandatory in-vehicle safety technologies.
Amongst the technologies mooted for inclusion is intelligent speed assistance (ISA), which uses cameras to scan for and interpret speed limit signs. In addition to reading the road, ISA also integrates GPS data to configure its speed governing function. To enable its guardian ability, ISA uses engine power reduction to keep a vehicle at the required speed limit, instead of employing autonomous braking.
The ISA feature can be overridden by a driver, but the user interface configuration is designed to be sufficiently annoying to use, thereby forcing drivers to keep the system continuously functional.
Manufacturers of powerful premium vehicles, especially those already limited at 250 kph, are offering a compromise. The alternative is speed limit information (SLI), which has no intervention component but merely relays recommended legal speed information on a display – to act as a visual deterrent.
Campaigners for ISA have criticised SLI as being nothing more than a glorified speedometer feature, whilst automotive engineers have replied that ISA is an inaccurate camera technology prone to false positives. Although perhaps not a technical issue in Europe, there could be a huge issue in markets where older and newer technology vehicles share the same road network. If only a few feature ISA technology, it could potentially cause huge discrepancies in highway cruising speeds between lanes.
Speed limiting activists claim that if the European Parliament can be convinced to vote in a specific direction on the issue this week, with a mandatory fitment clause requiring all new cars sold in the EU by 2022 to include ISA technology, road deaths could decrease by 20%.
If you are in the market for a new compact crossover/SUV in 2019 then these 4 products are worth taking note of.
Toyota RAV4
We recently experienced the new Toyota RAV4 in Spain and based on our first impressions, it’s a goody! The new RAV4 is expected to launch in March 2019 and South African buyers will have the choice between a 2.0- and 2.5-litre naturally aspirated petrol engine with either 127 kW/207 Nm or 152 kW/250 Nm respectively. A total of 3 transmissions and 3 trim grades including the entry-level GX, the more rugged GX-R Adventure derivative and the range-topping VX grade will bring the derivative count to 5. Both front-wheel drive and all-wheel drive formats will be offered. No diesel engine/s will be included.
The new Polo-based T-Cross is expected to reach South Africa in Q3 of 2019 and will rival the likes of the Ford EcoSport, Hyundai Creta, Honda HR-V, Nissan Qashqai and Suzuki Vitara. A total of 4 turbocharged engines will power the T-Cross. There are two 1.0-litre turbopetrol, 3-cylinder engines on offer with either 70 kW or 85 kW. A range-topping 1.5-litre turbopetrol engine with 110 kW will also be offered. On the diesel front, a 1.6-litre turbodiesel engine with 70 kW rounds off the T-Cross range. All T-Cross variants will be front-wheel-drive and both manual and dual clutch transmissions will be offered.
The new Eclipse crossover is due in SA very soon (February 2019) and slots in between the Outlander SUV and smaller ASX crossover in Mitsubishi’s local lineup. Trim and specification have yet to be confirmed but you can expect to see a turbocharged 1.5-litre petrol engine with 124 kW and 250 Nm as well as a 2.2-litre diesel engine, either from launch or later in the year. CVT and manual transmission options will be on offer while the diesel engine is expected to paired with an automatic transmission. Front and all-wheel drive configurations are also expected.
Hyundai’s new Styx compact crossover will make its debut at the New York Auto Show and is expected to reach South Africa towards the end of the third quarter 2019 and will slot in beneath the popular Creta. However, we are told that the Styx might carry a different name for the SA market. Hyundai has yet to confirm engines and transmission for the Styx but buyers can expect a 1.2 petrol engine, 1.0-litre turbopetrol and a 1.5-litre diesel option mated to either a manual or AMT transmission.
These cars may not be regarded as particularly quick by modern standards, but the driving experiences they deliver are as visceral and every bit as involving as the tales that gave rise to their legends…
I blame the modern automobile and its ensemble of onboard nannies for the death of the driver’s car. You know – the ones that utilised manual transmissions and lenient traction controls, and boasted obnoxiously loud and unfettered soundtracks. I’m not saying the contemporary equivalents aren’t any good but these days it’s easy to look good behind the wheel thanks to sophisticated computers and in-car telemetry systems that monitor and compensate for driver error.
The Far East is known for creating some of the best driving cars around having mastered the ability to extract massive power from minuscule engines. Witchcraft? Perhaps, but anything Japanese with rear-wheel drive, a stick shift and over 100 kW is going to be tremendously light and engaging to thread through a twisty mountain pass. The Europeans, on the other hand, enjoy doing things the opposite way. Here front-wheel drive, loquacious turbochargers and limited-slip differentials ensure similar levels of endorphins. Of all the options available we’ve narrowed down to the bucket list below. You can thank us later but more importantly, enjoy the read.
Nissan 350Z (2003-2008)
Beneath the muscular bonnet of the 350Z rests a naturally aspirated 3.5-litre V6 engine. Originally launched with 206 kW it later produced 230 kW thanks to a revised twin symmetric air intake system and a straight intake port. Minimalist by design the 350’s cabin caters exclusively for the driver where a short-throw manual gear lever, basic steering wheel (sans multi-functionality) and a cluster of ancillary gauges take centre stage – nothing fancy here. But it worked and took nothing away from the driving experience which can only be described as barbaric in nature. The 350Z’s stiff underpinnings meant turn-in was accurate and grip plentiful but the rear-drive layout often resulted in a Tokyo drift or two if the driver got too over enthusiastic with the throttle. As a result of these attributes the 350 only made sense as a weekend racer or track -day car – used as a daily would be quite taxing considering the tightly-sprung clutch pedal, heavy steering and gearshift action. A Japanese muscle car if there ever was one.
Renault Megane RS 265 (2012-2017)
There’s no other hot hatch that boasts as manic a driving experience as the Renault Megane RS. Get in, start the engine, hold on, put foot and repeat. The whole experience is an unsullied one, hard-edged and straight-to-the-point. The acceleration is ferociously precise, if a little twitchy owing to the trick differential apportioning the torque evenly between the front wheels but with 195 kW and 360 Nm on tap it made a mockery of its rivals, particularly around the track. The RS’s ethos hinged around a sensory explosion second to none – from the road fizz filtering through the helm and sound of air being sucked in by the 2.0-litre’s turbocharger to the smell of unburnt fuel. Like the other cars listed here, the cabin is tailored around performance rather than comfort. As a result, Recaro racing bucket seats tightly ensconce its occupants akin to being hugged by the Incredible Hulk himself. It’s a harsh environment but one that makes sense – especially for those who enjoy track days and spirited runs up and down a mountain pass. If you can, try and get your hands on the Trophy edition that came right at the end of its life cycle – entertainment level and driving purity went through the roof, but it's hardcore.
Honda S2000 (1999-2009)
Bar its digital instrument cluster the Honda S2000 is as analogue as they come and widely known for encouraging its driver to symbiotically massage every inch of power and torque from the rev band. It wasn’t by any means perfect. For starters, it was a roadster – but unlike its contemporaries who suffered from scuttle shake and the like, the S2000 behaved very differently. The high X-bone frame, steel monocoque chassis and body structure gave the S2000 levels of stiffness never seen before in open-top cars. The weight balance – especially in the updated AP2 versions – was progressive and communicative, instilling in the driver a sense of confidence that bordered on telepathic. And then there was the naturally aspirated 2.0-litre 16-valve engine. Good for 177 kW and 220 Nm it revved to an ear-splitting 9 000 rpm, the threshold of which surfaced between 7 200 – 8 500 rpm as the VTEC system hit its stride. Unlike some of its rivals that produced more mid-range punch, the S2000 had to be thrashed to get the best out of it. This, of course, didn’t gel with everybody but at its price point, there was very little that came close to matching it in terms of thrills.
Mazda MX-5 (2005-2015)
The third-generation MX-5 may have picked up a few kilos over the years in the name of improved safety but that did very little to affect its reputation as an engaging driver’s car. Of the cars listed here, it has the least potent engine – a meagre 118 kW/188 Nm naturally aspirated four-cylinder but its beautifully balanced chassis made up for the lack of firepower up front. The MX-5 only made sense when a set of corners came into the equation where its magnetic-like grip courtesy of a near-perfect 50:50 weight distribution kept it secured to the road. There’s a certain level of purity to be had behind the wheel and while there’s almost always more grip on offer than power, the entire experience was a mechanical lesson in dynamic prowess. Outright power is and never will be the defining attribute of any car and the MX-5 repeatedly proved this notion over nearly two decades and three generations.
Ford Focus RS (2009-2011)
I’m not sure what we like more: the Ford Focus RS’s ultimate green paintwork or its utterly absurd power delivery? Gifted with an appearance that looked as if it was sculpted by Thor himself (its engine blueprint was borrowed from Volvo after all) the RS made no excuses about what it was designed for – bullying its rivals. Its outlandishly styled rear wing, beefed-up wheel arches and aggressively set bumper arrangement made for an appreciably intimidating machine – and that’s even before firing up its 2.5-litre five-potter.
Punch the pedal and the RS' full fury (224 kW and 440 Nm of torque) was unleashed onto the front wheels – something that could have rendered it undriveable, but a RevoKnuckle suspension set up helped keep the peace to a certain extent. Despite the slightly fidgety steering, it still managed to slingshot itself to 100kph in 5.9 seconds. As you can imagine, the soundtrack was as loud as its appearance delivering somewhat of a pyrotechnic display at full chat before a trailing throttle sent the wastegate into a fluttering soliloquy.
The locally developed GTV6 is undoubtedly the most revered Alfa Romeo model ever sold in South Africa. Bred for the track, the 3.0-litre “Alfetta” GTV was, in its heyday, the most powerful Alfa road car ever produced.
Built in Alfa Romeo’s (then) factory in Brits, the GTV6 came to fruition in 1983 as a result of a collaborative effort between Alfa South Africa and Autodelta (the Italian parent company’s specialist competition arm), once the Italian marque’s Arese head office had given the project its blessing.
Back then BMW and Alfa Romeo were at loggerheads in the Group One circuit racing championship, with the former’s 535i (powered by an in-line 6-cylinder) having the measure of the Alfa GTV, with its 2.5-litre V6.
Hannes Pienaar from Cape Town and his beloved GTV6 3.0, one of several Alfa Romeos in his collection.
Alfa Romeo needed a foil for the rampant 535i and its solution was this: the GTV6 3.0. To homologate a racing car for Group One, a manufacturer had to produce at least 200 road-legal examples (fit for public consumption) and it is believed Alfa Romeo built approximately 220 units of the 3.0.
Powered by a 128 kW 3.0-litre “Busso” V6 fed by half a dozen Dellorto carburettors (even though its 2.5 predecessor was fuel injected), the GTV6 3.0 featured dramatic styling, a custom lightweight bonnet (with its distinctive V-shaped air duct and iconic Compomotive alloy wheels.
Very '80s cabin, but with such a magnificent sound coming from under the bonnet, you won't even notice.
The new race car made its competition debut in 1983 at the Lodge Group One International 2-hour at Kyalami… and won! Next up was a 1st and 2nd place in the Group One class of the Castrol 3-hour race at Killarney.
Although Alfa Romeo would withdraw from South Africa a few years later due to international sanctions against the Apartheid government, the Milanese brand’s SA-flavoured GTV6 was the fastest locally-made road car and, to reiterate, most powerful Alfa Romeo production model of its era.
Based outside Cape Town, Hannes Pienaar is an avid car collector. His prime focus is on Alfas, however, and from an early age he realised that one day he needs to own this special South African car, the GTV6 3.0.
Quick facts:
Alfa Romeo GTV6 3.0 Produced: 1983-1985 (approx 220 units) Engine: 3.0-litre “Busso” V6 Power/Torque: 128 kW/222 Nm Transmission: 5-speed manual 0-100 kph: 8,36 sec (as tested by CAR magazine) Top speed: 224,2 kph (as tested by CAR magazine)
Ford has revealed the all-new Focus ST, which features a new engine as well as the option of an automatic. Here's all you need to know about the Blue Oval's performance model.
The all-new Focus ST offers the most responsive and agile driving experience ever – on road and track. This is the claim from Ford and given the upgrades, it's plausible. The headline change is the introduction of the 2.3-litre EcoBoost petrol engine, now pushing out 206 kW and 420 Nm. Ford claims a 0-100 kph tume of less than six seconds.
Ford has also introduced an electronic limited-slip differential (eLSD) for a front-wheel drive vehicle further enhances cornering and stability. There is the option of either a 6-speed manual or 7-speed automatic, and Ford has introduced Selectable Drive Modes. “Intelligent technologies like eLSD and CCD make our all-new Focus ST the most ‘Jekyll and Hyde’ yet, able to switch from refined tourer to focussed performance car at the push of a button,” said Leo Roeks, Ford Performance director, Europe. “We’ve incorporated learnings from programmes including the Ford GT and Focus RS to develop a mid-size performance car with a degree of flexibility that’s unique in its segment.”
Ford also claims its new Focus ST will boast class-leading spaciousness as well as advanced driver assistance systems such as Adaptive Cruise Control now enhanced with Stop & Go, Speed Sign Recognition and Lane-Centring for effortlessly negotiating stop-start traffic, Ford’s Adaptive Front Lighting System with new camera-based predictive curve light and sign-based light that pre-adjust headlamp patterns for improved visibility by monitoring bends in the road and – for the first time in the industry – road signs, Active Park Assist 2 that operates gear selection, acceleration and braking in addition to steering, to enable fully-automated manoeuvres at the push of a button, Ford’s first Head-up display to be offered in Europe and Evasive Steering Assist, a segment-first technology that helps drivers steer around stopped or slower vehicles to help avoid collisions.
Naturally, Ford will also equip its new Focus ST with SYNC 3 connectivity, which features Apple CarPlay and Android Auto. At the time of writing, Ford SA is unable to comment on South African availability.
Toyota has revealed its sixth-generation van and for South Africans, it could be a very big deal.
Although its dominance in the bakkie market, with Hilux, is generally sighted as Toyota’s most successful local motoring venture, the Japanese automotive giant has achieved even greater segment supremacy with HiAce.
More South Africans have a motoring experience with one of Toyota’s HiAce vans than any other vehicle and the sixth-generation is a notable leap forward in design. It features a bonnet and eschews the blunt-nose box-shape packaging of the fifth-generation HiAce, known locally as Quantum.
The new HiAce is 12% longer than a Quantum, most of it attributable to the addition of that bonnet, which supports Toyota’s vision of a safer van – with improved crash absorption safety and a marginal improvement in aerodynamic efficiency.
What that repackaged profile with its bonnet growth has also enabled, are a range of better engines. Toyota’s proven 2.8-litre turbodiesel, known to Hilux owners, will power new HiAce. It will be graded at 130kW, with torque output varying between 420- and 450Nm, depending on the transmission attached to it. A 3.5-litre V6 petrol will also become available, with both engines configured to drive the rear wheels – through a choice of either manual or automatic six-speed transmissions.
The cabin gains a steering wheel and instrumentation binnacle from the current Fortuner, with a unique HiAce specific centre-dash and three front airbags. Safety is further enhanced by the addition of electric stability control and for those van drivers who roam steep urban areas, there is hill start assist on the six-speed manual version.
Seating configurations for the new HiAce vary between 12 and 15. The local tax industry might continue to have option on a locally built fifth-generation HiAce (Quantum) for many more years, but this new HiAce could make commuting a lot more comfortable and safer for many South Africans.
SA Arrival
Toyota South Africa confirmed that the new Quantum van will be arriving in Q2 of 2019. The range will comprise three-seat vans in long (LWB) and super-long wheelbase (SLWB) configurations and six-seat LWB crew cabs. The bus range will comprise of 11 (LWB) and 14-seater (SLWB) versions. There'll be just one engine: the 2.8-litre 4-cylinder turbocharged diesel, which currently does service in the Hilux.
