The first month of 2019 is out of the way. How have car sales begun in 2019?
The local vehicle market is not off to a great start in 2019 with a total sales decline from the same period in 2018. New vehicle sales stumbled into 2019 with industry sales down 7.4% to 42 374 units year-on-year. According to the National Automobile Association of South Africa (Naamsa), passenger vehicles sales declined 10.8%, while Light Commercial Vehicle sales remained flat with 0% growth compared to January last year.
“This doesn’t come as a surprise given WesBank’s outlook for the new vehicle marketing during 2019,” says Ghana Msibi, WesBank Executive Head of Sales and Marketing. “We expect the first half to be slow given the increased pressure on household budgets as interest rates slowly increase and, especially, the political uncertainty towards the May elections.”
The rental market impacted the market substantially, slowing 25.7% to 6 041 units “We anticipated many tender processes and fleet deals to be delayed until after the elections but expect business to resume to normal levels in the second half of the year,” continued Msibi. “But these 2 091 fewer units in the market are a significant portion of the 3 398 fewer units sold during January.”
New car sales summary: January 2019
Aggregate new car sales of 42 374 down by 7.4% (-3 398 units) compared with January 2018.
Passenger car sales of 29 040 down by 10.8% (-3 512 units) compared with January 2018.
Light Commercial Vehicle (LCV) sales of 11 681 flat (+2 units) compared with January 2018.
Export sales of 18 289 up by 29.4% (+4 160 units) compared with January 2018.
Prospects for domestic new vehicle sales would be affected by the subdued current macro-economic environment and pressure on consumers’ disposable income. The November, 2018 0.25% increase in interest rates had impacted on new car demand due to higher vehicle financing costs.
Most automotive companies expected new vehicle sales to be flat during the first half of the year, however, following the general election and policy reforms, including expectations of a growth-enhancing budget, domestic sales should improve during the second half of the year.
The expected business conditions component of the latest Purchasing Managers’ Index, which tracked expected business conditions in six months time, had risen sharply. Besides this positive development, average new vehicle pricing remained at around 2.5% remained well below the inflation rate and this would assist in improved new vehicle affordability for consumers.
6 Cars that rocked the SentiMETAL Outrun (gallery)
The Cars.co.za SentiMETAL project kicked up several gears this past weekend with the first Gauteng Outrun, and the machines that showed up were pretty special…
Photography by Roarke Bouffe
The idea with the SentiMETAL project is to create a community of car lovers that spans across brands, generations and all other barriers, and bring enthusiasts together for the purpose of enjoying their cars, while creating awareness and appreciation. "South Africans are passionate about cars, and we have a very rich heritage," says Hannes Oosthuizen, Cars.co.za's Consumer Experience manager. "We want to play our part in protecting this heritage, and also help create passionate new fans for the future. We believe cars shouldn't be put on pedestals, and be enjoyed on the road," he added.
The Outrun on Sunday was just a first step to bigger plans for the SentiMETAL brand, which started in 2017 with a popular video series – find them here. The inaugural run took the 30-odd cars from the Cars.co.za office in Bedfordview to the Hartbeespoort Dam before finishing at a nearby lunch spot. "These drives are not about speed, but about just having a good drive out with like-minded people, enjoying the scenery and good company." The first meeting featured a stunning and diverse selection of machines, including rarities such as an Alfa Romeo Montreal and Ferrari 550 Barchetta.
The next Outrun is planned for Cape Town in early March. If you have a cool car, visit the SentiMETAL Facebook page to get in touch.
Here are some of the cars that made the Johannesburg Outrun so epic…
Alfa Romeo Montreal
A stunning red example of one of fewer than 10 Montreals known to be in South Africa, this beauty stopped onlookers in their tracks. Designed (and built) by style master Bertone, the Montreal was made from 1970 to 1977 and powered by a compact, and gloriously vocal 2.6L V8.
Pontiac GTO
American muscle (and plenty of it) was provided by this macho Pontiac GTO, its design dating from the late '60s. Featuring some tasteful upgrades, but beautifully finished inside and out, The Judge was one of the most popular cars at every stop, its rumbling V8 always making its presence heard (and felt).
BMW Isetta 300
At the other end of the scale was this cute-as-a-button BMW Isetta 300, complete with a picnic basket on the back. Immaculate in every way, this example dates from the late fifties (1957). The Isetta 300 was powered by a single-cylinder engine that developed 10kW, enough to get to 85kph.
Volkswagen Golf mk1 GTI
Finding as clean a mk1 Golf GTI as this one is a rarity these days. This one still has the original upholstery inside and was obviously very well looked after. When tested in 1983 by CAR Magazine, the GTI (powered by a 82kW 1.8L engine) managed to get to 100kph in 9.3 seconds.
BMW 325iS "Gusheshe"
This car is such a South African icon! The white Gusheshe that joined us on the run was in very good nick indeed, and we're sure the owner received several offers along the way. Check out our Classic Drive of a similar car here.
Ferrari 550 Barchetta
One of only 448 ever made, the 550 Barchetta is a real rarity. As the name suggests, it doesn't really offer any kind of roof, though the Italian marque did offer a cloth cover to provide some protection. Power is from a howling 5.5L V12.
Lamborghini Huracan Evo First Drive – How different is it?
We were asked by Lamborghini to come and test its new Huracan Evo at the Bahrain Formula 1 circuit. Obviously, we were not going to turn down the opportunity to thrash a new Lambo around a circuit so we sent Ash to give it everything.
The Huracan Evo's body hasn't changed much from the original, but under the skin, it's vastly different with new systems such as 4-wheel steering, a new torque vectoring system, reconfigured drive modes and a Lamborghini brain that single-handedly control all the systems.
South African SUV buyers are in for a treat in 2019 with a host of exciting products making landfall throughout the year. If you are looking for the best-of-the-best in terms of SUVs, this list is for you!
The Alfa Romeo Stelvio QV will look to set the cat amongst the pigeons in the super SUV segment and it is now available in SA. It brings thrilling performance to the road with a Ferrari-derived 2.9-litre twin-turbo V6 engine with 375 kW and 600 Nm. Coupled with an 8-speed automatic transmission and all-wheel-drive system, which can apportion up to 100% drive to the rear wheels, the Stelvio Quadrifoglio will sprint from zero to 100 kph in 3.8 seconds and reach a top speed of 283 kph.
Pricing is pegged at R1 675 000 for the Stelvio Quadrifoglio Verde and R1 825 000 for the Stelvio Quadrifoglio Race edition.
Audi’s new flagship SUV is expected in the second quarter of 2019 and will bring sharp and imposing styling to South African roads.
The Q8 50 TDI is powered by a 3.0-litre V6 engine with 213 kW and 600 Nm of torque and features mild-hybrid technology with a 48-volt electric system incorporating a lithium-ion battery and a belt-alternator-starter. The engine is mated to an 8-speed tiptronic automatic transmission while quattro all-wheel drive ensures maximum traction. The Q8 will sprint from zero to 100 kph in 6.3 seconds.
The engine range will expand at a later stage with an additional turdodiesel engine joining the mix, as well as a potent 3.0-litre turbopetrol engine with at least 253 kW expected. A plug-in hybrid (PHEV) is also on the cards and the Q8 will also likely be offered in S and RS guise. The Q8 RS may even offer as much as 395 kW.
The burly X7 is due to arrive in March 2019 and will be offered in 2 diesel-powered flavours. The X7 xDrive30d has 195 kW and 620 Nm from a 3.0-litre inline 6-cylinder engine, while the range-topping M50d Performance pushes out 294 kW and 760 Nm from a quad-turbo 3.0-litre inline 6-cylinder engine. Both vehicles feature all-wheel drive and an 8-speed automatic transmission.
Pricing for the X7 xDrive30d starts from R1 562 849 while the X7 M50d is priced from R1 862 308.
The high-performance Jaguar F-Pace SVR will land in South Africa in either Q2 or Q3 of 2019 (although Jag SA has a habit of using the Simola Hillclimb as a launchpad for new vehicles) and it will bring hefty firepower courtesy of a 5.0-litre supercharged V8 with 405 kW and 680 Nm which gives it enough grunt to hit 100 kph in a claimed 4.3 seconds and run to a top speed of 283 kph using an 8-speed automatic transmission.
In terms of styling, the F-Pace SVR gets bigger air intakes as well as 4 fat exhaust pipes. Either 21- or 22-inch forged alloy wheels will be on offer too. Pricing has yet to be announced.
Due to launch in April 2019, the new Range Rover Evoque is a head-turner. Built on Land Rover’s new mixed-material Premium Transverse Architecture (PTA), the new Evoque draws some styling inspiration from the larger Velar SUV.
A range of Ingenium engines will power the new Evoque and from launch, the South African market will receive 2 engines initially. The P250 2.0-litre turbopetrol engine with 183 kW and 365 Nm of torque will be available as well as the D180 2.0-litre turbodiesel engine with 132 kW and 430 Nm of torque.
The range-topping P300 2.0-litre turbopetrol engine with 221 kW and 400 Nm will arrive later in 2019. All Evoque derivatives will be equipped with a ZF 9-speed automatic transmission and will feature all-wheel drive.
Mercedes-Benz's 4th-generation premium SUV is expected to arrive this year and it has grown in size and standing, with new engines and advanced new suspension technology that bolsters its overall abilities.
This is the fourth-generation model and it has been developed anew from the ground up in an engineering program that also includes the second-generation GLE Coupe and third-generation GLS, both due in 2019.
Possible engines include a turbocharged 2.0-litre four-cylinder diesel with 180 kW and 500 Nm of torque in the GLE300d 4Matic as well as the range-topping turbocharged 2.9-litre six-cylinder petrol engine with EQ Boost function (with a 48-volt integrated starter generator) boasting 270 kW and 500 Nm in the GLE450 4Matic.
Local specification and pricing have yet to be confirmed.
The updated Macan is due in the first quarter of 2019 and boasts improved styling, inside and out while also riding on a fine-tuned chassis in an effort to hone driving dynamics and boost comfort.
In terms of engines, the Macan’s 2.0-litre is good for 185 kW and 370 Nm (zero to 100 kph in 6.5 secs), while the Macan S features the 3.0-litre V6, with peak outputs of 260 kW and 480 Nm (Zero to 100 kph in 5.1 secs). Both engines engage Macan’s all-wheel-drive configuration through Porsche’s renowned 7-speed PDK transmission, and if you require the utmost throttle response urgency, there’s an optional Sport Chrono package, which trims a few 10ths off the benchmark acceleration times.
The Macan will be priced from roughly R845 000 while pricing for the Macan S has yet to be confirmed.
This is the first-ever SUV from Rolls-Royce! Named after the famous Cullinan diamond, which was discovered near Pretoria more than a century ago (1905) and subsequently cut up to form part of Britain's Crown Jewels, this new SUV represents a new direction for ultra-luxurious carmaker Rolls-Royce, based in Goodwood.
Under the large bodywork sits an all-aluminium architecture, self-levelling air suspension and a reworked version of the 6.75-litre twin-turbocharged V12 engine. In its latest incarnation, it has peak outputs of 420 kW and 850 Nm and drives all four wheels through an automatic transmission.
The timing of the Cullinan's arrival on local soil has yet to be confirmed.
Spy Shots: New Hyundai i10
Our spy photographers have snapped images of the next third-generation Hyundai i10 budget car. Here’s what we know thus far…
Picture credit: S. Baldauf/SB-Medien
Hyundai does good business in South Africa with the grand i10 serving first-time buyers who need an affordable budget car.
The third-generation i10 is due to arrive on showroom floors in 2020 which means it could be revealed this year. Heavily camouflaged prototypes have been photographed testing in Europe in icy conditions. While it’s difficult to tell what design Hyundai will take with the new i10, it’s safe to assume that the new model will receive a fresh face in the form of a new grille and bumper design.
Nonetheless, critical changes are expected on the inside where the i10 will feature a newly designed interior incorporating a larger infotainment screen and a more aesthetically pleasing dashboard design similar to that seen in the latest Kia Picanto. Also note the new rectangular air vents and new-look instrument cluster.
The new Hyundai i10 will feature a newly-designed cabin with a larger infotainment system.
In terms of engines, you can expect small capacity engines in the form of a 1.0-litre 3-cylinder engine as well as a 4-cylinder 1.2-litre engine to be offered in combination with a 5-speed manual or 4-speed automatic transmission.
We will keep you updated as soon as more information becomes available.
The spy photographers are at it again and have spotted an interesting-looking Audi SUV undergoing testing. It's rumoured to be the SUV/Coupe Q4 and should be revealed at some point in 2019.
Picture credit: S. Baldauf/SB-Medien
The attention and appeal of the big Q8 has clearly had an impact at Audi and the Ingolstadt-based manufacturer is keen to go down the road of SUV coupes. This is not a new segment at all as BMW and Mercedes-Benz already have a few models occupying similar space.
Think of the BMW X4 and X6, and the Mercedes-Benz GLC coupe and GLE coupe and you get an idea of where Audi will be playing. Early speculation presumed this model may even be called an Audi Q3 Sportback, but we don't think this is right and given how the Q8 is a natural evolution of Q7, we think this is the Audi Q4.
Like the Audi Q3, the Q4 will ride on the MQB platform and share the same engines. These powerplants range from petrol to diesel, and we wouldn't rule out electric e-tron derivatives coming along later. Let's not forget the eventual S performance versions either. At the current rate, we think the Audi Q4 will be revealed before the end of 2019, with an expected market introduction in SA in 2020.
Volkswagen will be bringing the unforgettable dune buggy back in electric form as a concept to be shown at the Geneva Motor Show from 7-17 March 2019.
Volkswagen has dropped teaser images of its latest concept car. What you see here is a modern take on the legendary dune buggy that rose to popularity in America in the ‘60s and ‘70s. This electric concept aims to demonstrate just how flexible and multifaceted Volkswagen’s modular electric drive matrix (MEB) platform is, proving that the platform is not only suitable for large-scale series production models.
Klaus Bischoff, Head Designer at Volkswagen stated, “A buggy is more than a car. It is vibrancy and energy on four wheels. These attributes are embodied by the new e-buggy, which demonstrates how a modern, non-retro interpretation of a classic can look and, more than anything else, the emotional bond that electric mobility can create.”
Like the Beetle-based Buggies of a bygone era, the electric Buggy concept has no fixed roof or doors and is fitted with large wheels shod with offroad tyres.
Further details regarding powertrain and specification will be revealed at the upcoming Geneva Motor Show from 7-17 March 2019.
4 things that are sucking the soul out of driving pleasure
If you were left with just 90 seconds' worth of cellular data (or internet bandwidth) to show a YouTube video to an extraterrestrial to demonstrate humankind's obsession with the thrill of driving, which one would you choose?
Well, it's more than likely that you'd cue up the onboard footage of Ayrton Senna's hell run in his McLaren-Honda around the claustrophobic streets of Monaco in 1990. If you haven't seen it before, go and view it now: the late great Brazilian unleashes such ferocity upon the famous MP4/5B's wailing 3.5-litre V10 that a prayer for the latter's survival becomes instinctive and, that's only if you can find time to draw breath amid your gobstruck awe at Senna's superhuman ability to thread his barely bridled chariot through the metal-lined Monegasque labyrinth. His right hand barely leaves the gear lever and his subsequent brief one-handed countersteering jink through the hairpin has to rate as the epitome of driving divinity.
The qualifying lap at Monaco that Senna did in another realm.
That the nostalgia evoked by the stirring acoustics of a naturally aspirated engine and the sight of a gear knob being so masterfully manipulated can have the ability to trigger goosebumps and stimulate spontaneous adrenal flow several decades after the video was recorded, demonstrates how modern automobiles have, sadly, strayed from the path of pleasure. They've degenerated into generic, mediocre, passionless equivalents of passenger-ferrying Tupperware that place the needs of occupants above those of the driver. It's the era of the Uber car; the iPhone on wheels.
On the other hand, the multitude of technological improvements introduced to production automobiles throughout the previous decade cannot – and should not – be ignored. And yet, in most cases, those very advancements contain the seeds of the sterility that we have to endure today.
Undoubtedly, the 2 biggest culprits that have contributed to the modern-day tragedy have been a socio-political insistence on the reduction of emissions, as well as another factor that has nothing to do with social responsibility – and everything to do with greed.
1. Blown it
Between roughly the 1980s and early 2000s, an identity-defining arms race was fought among the makers of performance cars to see which manufacturer could milk the most kilowatts out of their production engines. Germany, in particular, saw an inter-state battle rage between automakers in Baden-Württemberg and Bavaria, egged on by an all-too-willing motoring press and the adoring (and autobahn-loving) citizenry as acolytes of speed. The main protagonists comprised the houses of the blue-and-white propeller, duelling against the Three-pointed Star and the Four Rings – and the autobahn was the killing field. The climax? By the mid-2000s the naturally aspirated 5.0-litre V10 in the E60 BMW M5 delivered 373 kW at 7 750 rpm; while Japan staked its claim to greatness with a formidable 184 kW produced from a 2.0-litre unit in the immortal S2000. The motor redlined at a stratospheric 9 000 rpm (with a matching soundtrack, natch) that made driver and passenger alike go cross-eyed.
The BMW M5 with its stratospheric V10 is still the last real M5 to many Bimmer fans.
However, it wasn't long before the noose of mandatory emissions targets started tightening around European manufacturers' necks. It had become inarguable that for every spine-tingling soprano voice in the choir of a naturally-aspirated mechanical banshee, the resulting inefficiency and carbon emissions could no longer be defended: the CO2-spewing Tyrannosaurus Rex was doomed to extinction.
Turbocharging was the new green Messiah, and it was impossible to argue against its merits. The same dirty exhaust gases that blessed a turbo-less engine with a scintillating soundtrack, are re-used by the turbocharger to produce more power – and at lower, more usable engine speeds, with the added benefit of doing so with a smaller swept capacity, which, in turn, means lower fuel consumption and corresponding emissions.
Urban runarounds therefore nowadays are easily able to make do with sub-1.0-litre 3-cylinder power units that offer more driveability than ever before. On the other hand of the performance scale, power outputs are steadily rising while consumption keeps dropping, but as a Faustian trade-off the proverbial gag ball can never be unbridled: think of the gutless thrum of a Volkswagen Golf GTI, or that the once-mighty BMW M5 and current Nissan GT-R have to rely on synthetic acoustics through their radios in support of their muted powerplants. Sacrilege!
2. Platform of pain
Platform sharing is another passion killer. Development cost savings aside, there are several other benefits of a modularly designed construction framework, not least that of multiple bodywork applications. In marketing terms, it makes absolute sense to sell a VW Polo as a Seat Ibiza or an Audi A1 at different price points, but this type of genetic diversification is the death knell of passionate motoring.
The VW group's MLB platform houses Urus, Bentayga, Touareg, Cayenne and Q7.
Got a Porsche Cayenne? Then you'll dread the 19th hole's hourly chit-chat around the urinal with Audi Q7 or Volkswagen Touareg owners. The thought of shared engines rinses away that sense of "bespokeness" you paid so much for (faster than one could utter “same part number”).
3. Towering stupidity
It gets worse. Platform sharing's worst form of cancer is the SUV-fication of every single model produced, with the absurdity flourishing equally on either side of the affordability scale. On the one side, entry-level buyers are sold the illusion of their ordinary hatchbacks dressed in bushveld chic being able to tame Grade 5 offroad trails. On the other side, it's the insanity of hyper-powerful lounge sets designed to chase low-7-minute lap times around the Nürburgring.
What exactly is the rationale behind the promise of a 3-tonne SUV with the centre of gravity of a skyscraper and riding on 22-inch low profile tyres to either excel as an off-road vehicle or a track car, when it is fundamentally flawed as both?
4. The fast and the spiritless
Porsche's PDK is the standard for dual-clutch gearboxes, but ultimately still removes real driver input.
Then there's the dual-clutch (automatic) transmission. Devastatingly rapid (Porsche's PDK unit swops cogs faster than the blink of an eye) and essential in the bumper-to-bumper grind, but how many cars that you have driven fitted with paddle shifters would not have delivered an even more heightened sense of intimacy had you been using your entire left-hand palm instead of just your right middle finger?
Rise of the machines
Apocalyptic? Absolutely, but who is really responsible for this sad state of affairs? The temptation exists to point the finger at greedy manufacturers, but in truth, it's you and me. Car companies build cars that the public demands (then multiplies the pain by copying each other). And clearly, the current trend is that of versatile, characterless, techno-laden pseudo-hiking boots aimed at saving the world at all costs, instead of saving the driver from the world. A soulless transport module for Everyman, or Walter Mitty, straight out of a George Orwell novel, with a foreword by Steve Jobs.
And yet, performance levels have never been so high, as opposed to an ironically engaged driving experience never being so absent. And that's the crux of the matter – because man only respects what he fears.
But what do we respect in our cars today? What are the Instagrammable parts left to shout about? The low CO2 figure? How many devices can connect to the onboard wifi? The mutation towards mediocrity as a halfway stop en route to the endgame of fully automated cars has commenced, and humans are powerless to stop it.
Renowned motormouth Jeremy Clarkson once noted – clearly in an era when the zeitgeist of the motoring industry was infinitely more admirable – that the car is final garment we put on when leaving the house. How sad, then, that today that jacket belongs in a museum. And that soon the best way of explaining the joy of bare-handed "helmsmanship" to your children will be through viewing a grainy clip (with tinny sound) on a video app.
Kia’s sports sedan (or GT, in the Korean brand's opinion) is more than a new product, it's a bold statement of intent on the brand's part. Kia sold a handful of units to South African customers; it was, in all likelihood, the importer's only allotment. However, when all is said and done, how well does the brand's halo model compare with its rivals?
We like: Playful nature, increasingly rare V6 RWD arrangement, well behaved (when it needs to be)
We don’t like: Some cheap trim elements, that Kia badge could be off-putting for some
The Stinger's frontal execution, with its slimline, extended tiger-nose grille and liberally-vented bumper, is a sports sedan staple.
Where does it fit in?
Well, in Kia’s stable, it’s hard to say. SUVs and compact hatchbacks are the Korean firm’s bread and butter in the South African market, and the Stinger wasn’t even sold via Kia’s mainstream dealer network: it had its own online pre-order portal as part of a personalised sales experience.
On the larger automotive landscape, Kia has entered a completely new territory, and in particular the upper reaches of the business-class sedan segment; although sales are but a trickle, the likes of Audi’s S5 Sportback, BMW 440i Gran Coupé and Mercedes-AMG’s C43 sedan hold considerable sway in that rarefied market space. The Stinger has its work cut out if it’s to emerge unscathed from this brawl with the Teutonic trio.
Even if the rear spoiler-lip is rather subtle, the quad exhaust ends signal the Stinger's sporty pretensions clearly.
What’s good about it?
Its mere existence
Before any quantifiable aspects of the Stinger are even brought into play, massive kudos are due to Kia for even entertaining the notion of a model such as the Stinger, let alone actually building it. Furthermore, the practical impossibilities of directly translating the 2014 GT4 Stinger concept’s bold packaging into practical production fare has seen Kia compensate by trumping the concept’s 235 kW, 4-cylinder engine with a gutsy twin-turbo version of its 3.3-litre Lambda II V6 engine – a staple of Hyundai’s larger Genesis models – feeding 272 kW and 510 Nm to the newcomer's rear axle. That V6-powered rear-wheel-drive arrangement is always a configuration that sets petrolheads’ hearts racing, and the Stinger does just that.
It’s a hoot to drive
From the moment you ensconce yourself in that bolstered (but comfy) drivers’ seat and press the starter button to hear the beefy V6 wake with a muffled baritone, you know Stinger is about to serve up something special… especially that wad (510 Nm) of torque that arrives with just 1 300 rpm indicated on the rev counter. Perhaps most satisfying is the 8-speed transmission’s willingness to hang tenaciously onto the revs when the throttle is pinned. Even when you're not using the shift paddles, the 'box doesn’t release its grip on each ratio until the rev needle sweeps to 6 300 rpm.
The Stinger's electronic stability control is calibrated to allow for some "tail-wagging". When you switch it off, this might ensue…
It doesn’t take a mighty stomp on the accelerator to set the tail squirrelling off the mark, and this playful introduction shows the Stinger’s electronic stability control is flexible enough to allow for some shenanigans. The system allows you to tailor your driving experience via no fewer than 5 drivetrain management presets, including automatic and customisable Individual settings.
The steering, while not Audi-heavy or BMW-alert, is responsive enough to communicate the tail’s measured transition from grip to slip. In fact, with the traction control deactivated and the Stinger in its sportiest drivetrain preset, this Kia unearths something of a rarity in contemporary performance car lore… With its mechanical limited-slip differential coming into play, it’s possible to tuck the Stinger’s nose into fast corners before washing its tail wide in an exciting (but easily controllable), throttle-balanced slide.
Point-and-shoot performance isn’t shabby, either. A clean break off the line will see 100 kph from standstill pop up in a claimed 4.9 seconds, while the limiter only tugs at the reins at 270 kph. In all, the Stinger is more than capable of holding its own against its German rivals, performance-wise.
Zero to 100 kph in 4,9 seconds and a (limited) top speed of 270 kph? The Stinger is even faster than it looks…
It’s a balanced package
Going the performance car route is often an exercise in compromise; considerations such as rear passenger accommodation and luggage space often get lower billing to power and driveability. In this regard, the Stinger is one of those rare beasts that allow you to have your cake and eat it. That lengthy frame incorporates a 2 905 mm wheelbase, which is comfortably longer than those of its rivals. The upshot is plentiful rear legroom and, when you lift the tailgate, you find a deep 406-litre load bay, which can, of course, be extended by folding the 60/40 split seatback forward.
The Stinger has its opposition well and truly licked in terms of rear legroom. The scarlet leather trim is an acquired taste, however.
When it’s not smoking its tyres, the Stinger is an accomplished long-distance cruiser, with a cabin that’s well-insulated, with comfy seats and a ride quality that's thoroughly composed at a constant speed. The transmission, which was keenly dropping cogs and responding alertly to throttle inputs before, now seems to exhale and trickle smoothly through the ratios. Stingers destined for other global markets feature an adaptive damping system supplementing their MacPherson strut front/multilink rear suspension setup, but that option has been nixed for South Africa.
It’s not a bad thing necessarily, as the SA-spec Stinger's unassisted arrangement manages to strike a very neat balance between smothering road surface choppiness and keeping the Stinger’s body in check when lateral forces start redistributing its 2 315 kg mass.
The fastback configuration might be a bit estate-like for purists, but as is the case with the Stinger's Audi and BMW rivals, it boosts practicality.
What could be improved?
That badge is a bridge too far for some
While more enlightened (or open-minded) buyers will appreciate the Stinger as both a ballsy exercise in engineering and a capable sports sedan in its own right, there’s an inevitable element of brand snobbery that will see some folks dismissing it in favour of its German rivals. Indeed, the idea of shelling out nearly R900k on a Kia (that's the approximate price nearly-new Stingers were being advertised for at the time this review was published – January 2019) may seem difficult to digest, but buyers can take solace in the fact that the total number of Stingers earmarked for our market (but a handful) is likely to lend it a degree of exclusivity that should hopefully allay fears of steep depreciation, well, at least to an extent.
The Stinger's driving position is eminently engaging and the neat, decluttered fascia features just enough chrome garnishes.
Points for perceived quality still go to the Germans
Again, it’s a minor smudge on the Stinger’s otherwise high sheen, but the cabin, although sportily styled and ergonomically spot-on, still sees stitched and soft-padded trim sitting awkwardly alongside some less-than-plush plastics. Ordinarily, this would be a minor concession, but given its target audience is one that’s difficult to tear away from the comfort of familiar German premium-marque fare, it’s a handicap the Kia doesn’t need.
Pricing & Warranty
The Stinger cost R849 995 when new, including a 5-year/100 000 km maintenance plan and a 5-year/unlimited-kilometre mechanical warranty. Standard features include: bi-functional LED headlamps with dynamic bending, electrically-adjustable front seats (with memory and lumbar support for driver) and steering column, head-up display, a 15-speaker Harman/Kardon Premium audio system, touchscreen infotainment with Apple CarPlay, Android Auto and navigation, 3-zone aircon, heated seats (all round), surround-view monitoring system (including reverse-view), park distance control (front & rear), electrically powered tailgate and heated and auto-folding side mirrors with integrated indicator lenses.
The Stinger's handsome 19-inch alloy wheels and red Brembo brake callipers add considerably to the sedan's kerb appeal.
Verdict
It’s one thing Kia exhibiting the courage to dip its toe into unknown waters, but quite another for actually doing it. Far from being thrown to the wolves, the Stinger, with its mixture of punchy playfulness and a well-mannered motorway demeanour, capably takes a swipe at the German establishment. It’s not for everyone; the Kia badge may be difficult for some to reconcile with this segment, the muscle-bound styling will divide opinion and there are some shortcomings in the trim finish department, but it’s fast, fun and exclusive enough to warrant considerable merit.
Watch Ciro de Siena hone (or is that hoon?) his drifting skills in the Stinger:
Alternatives (click on the names for specification details)
It’s the torchbearer in terms of perceived quality and a strong, flexible engine coupled with a tenaciously grippy AWD system helps it rocket off the mark. It’s a bit anodyne to drive quickly, though.
Handsome, nimble and possessed of a smooth, yet punchy inline-6 engine that feeds the rear wheels. The styling is divisive, though, and standard specification’s not a patch on the fully stocked Stinger.
The 2018/19 Cars.co.za Consumer Awards – powered by WesBank category champion's 4-cylinder turbo doesn’t have its rivals’ outright grunt, but it’s still a comfy yet capable car and, like the Stinger, is a distinctive but leftfield choice. Handsome and much for affordable (in this line-up).
When the Datsun Go first arrived in South Africa, it made front-page news for a lack of safety features. However, zero airbags, no ABS and a zero-star safety rating didn't deter South African motorists who are desperate to get into their first car at the best possible price, and the Datsun Go continues to sell strongly alongside other budget-beaters such as the Renault Kwid.
For 2018 however, Datsun has significantly improved the Go for our market. It now features dual airbags and ABS as well as enhancements to the interior and ride quality, most notably with the inclusion of a touchscreen infotainment system featuring Android Auto and Apple Carplay, making this the most affordable car on the market to boast such features.
All this improvement has however pushed the price close to R170 000, which is within touching distance of some very strong rivals, such as the Suzuki Swift and Ford Figo.
In this video, we try to determine if the Datsun Go has improved enough for you to seriously consider throwing some money at it.
