Stunning Lamborghini Miura SV restored – with SA heritage
The latest car to be restored by Lamborghini's Polo Storico division is quite a special one. It's red Miura SV, owned by none other than Jean Todt, the current President of the FIA. But that's not the topic of interest for us… This car has a South African history!
This Miura, chassis number #3673, was born on 11 November 1972, using the chassis number of a 1968 Miura S that had been destroyed in an accident. This was apparently not particularly rare in those days as there were several financial motives to do so, the most important one likely being to protect the buyer from high import taxes on new vehicles in certain countries.
It was then delivered in late 1972 to its first owner, a certain Mr. Mecin, in South Africa, painted Rosso Corsa (red), with a lower gold band and interiors in black leather, and this is exactly to the condition that it has been restored now, 47 years later, following the work of the Polo Storico technicians.
The Miura SV's 4.0L V12 engine pumped out around 285kW.
The nuts-and-bolts restoration by Lamborghini's in-house Polo Storico heritage division took 13 months and also involved verification of its conformity with the notes in the assembly books stored in the Lamborghini archives.
Today it is believed that there are only 2 Miuras left in South Africa. It's a car often regarded as the first true supercar and is regularly listed as the most beautiful car of all time. It was penned by the legendary designer Marcello Gandini. SV versions, such as this one, lacked the distinctive "eyelashes" of other Miuras. Around 150 SVs were built.
Ahead of the 2019 Geneva Motor Show next week, Toyota has released some teaser images of its Corolla GR Sport.
Now before everyone expresses disappointment that this sporty-looking hybrid is not a hot hatch at all, we have to remember the pillars of Toyota's performance brand. GR Parts is purely cosmetic, GR Sport focuses on suspension, GR boasts more power and finally, GR MN is your fully-fledged Toyota performer.
Essentially, then, you're looking at a sportier Corolla which features GR 18-inch alloy wheels, a more aggressive front grille, some nice skirts, and a sportier rear diffuser. There are also some subtle Gazoo Racing badges. Under the skin, there are some mechanical changes to the suspension in the form of firmer dampers, which should make for a more direct feel when cornering. The engine is unchanged and as you can see from the photos, is a hybrid. The package is then rounded off with contrasting 2-tone paint.
While fans of hardcore performance Toyota products are left underwhelmed by the Corolla GR Sport, you can consider this the warm-up act to the maximum-attack Corolla GRMN hot hatch, which should be revealed in 2020. If the Toyota Yaris GRMN was anything to go by, we should be in for a treat.
The Corolla GR Sport is the warm-up act to the Corolla GRMN
Big hoops and Italian fashion house sourced leather seats for Maserati's first V8 powered SUV.
Imitating the profit motive of German brands with their launch edition performance cars, Maserati will do the same with its new Levante V8.
Limited to a mere 100 units, the Levante Trofeo Launch Edition is exactly what it purports to be: styling trinkets and strange colours, at a premium price, for customers who wish to be amongst the first to own a Ferrari powered SUV.
Distinguishing the Launch Edition Levante are carbon-fibre bumper bits, side skirts, bonnet inserts and its 22-inch Orione design alloy wheels. Exterior colour is a big differentiator too, with Blu Emozione Matte blue, Giallo Modenese yellow and Rosso Magma red the customer options.
Inside you’ll be seated on plush Pieno Fiore leather, with the Trofeo logo stitched into the headrests and a 1280-watt sound system by Bowers & Wilkins providing orchestral sound quality through its 17-speakers. A special note to the Trofeo Launch Edition’s leather seats is that they are upholstered in a leather produced and refined by renowned Italian fashion brand, Ermenegildo Zegna.
As mentioned, the Levante V8 is Ferrari-powered, although Maranello would prefer most to use the classification of its 3.8-litre twin-turbocharged engine as a design joint-venture, instead of referring to it as an authentic Ferrari powerplant. Outputs are impressive, boosting 440 kW and 730 Nm.
An eight-speed automatic transmission from German supplier, ZF, splits that power between the front and rear axles. The Levante V8 is a very rapid luxury SUV, capable of running a 4.1-sec benchmark 0-100 kph sprint, before closing in on a top speed of 300 kph.
To keep the big SUV rolling safely at those speeds, Maserati partnered with Continental, who provide a version of its SportContact 6 tyre specifically tailored for the Levante application. Levante Trofeo Launch Edition also becomes the first volume production Maserati to be factory fitted with 22-inch wheels.
Most buyers looking for a 7-seater SUV will, in all likelihood, head straight to a Toyota or Ford dealership to sample the keenly priced Fortuner or Everest offerings, but are they perhaps missing out on another worthy contender in this segment? The Hyundai Santa Fe 2.2D Premium appears to be a strong product, but just how good is it?
We like: Refinement, performance, excellent ride quality, spacious
The new Santa Fe looks bolder than ever and comes well-equipped, even in base specification.
This is the new, 4th-generation Santa Fe, which came to market late last year. Not only does it now look more striking than its predecessor, thanks to its bolder cascading grille, but it’s a more refined product – both in terms of build quality and driving character.
It’s a 7-seater (for those who will regularly need seating space for 6 passengers), but unlike its ladder frame bakkie-based rivals (Fortuner, Everest, Isuzu MU-X and Mitsubishi Pajero Sport), the Santa Fe is a unibody SUV. Where its rivals place more emphasis on ground clearance and rugged off-road ability, the entry-level, front-wheel-drive Santa Fe on test here is a family mover through-and-through. How does it perform? Let’s see…
The Good
Performance
Nestled under the bonnet of the Santa Fe is a 2.2-litre turbodiesel engine that offers 142 kW and 450 Nm of torque – outputs that eclipse those of the equivalent Fortuner (2.4L) and Everest (2.2L) by a fair margin. It’s a more refined engine too (a lower level of NVH is prevalent in the cabin) and, by virtue of its new 8-speed automatic transmission, the 2.2D Premium delivers surprisingly brisk acceleration (once the initial turbo lag subsides).
The transmission is responsive to throttle inputs and it executes gear changes in a smooth, unobtrusive manner, all of which aids driving refinement. The Santa Fe gets up to highway speed fairly quickly and, if required, there’s sufficient in-gear shove to facilitate quick overtaking manoeuvres.
Hyundai claims the new transmission helps to reduce fuel consumption by between 3 and 4% (compared with the previous model) and, while the firm claims an average figure of 7.8 L/100km, we saw quite acceptable figures of around 8.6 L/100 km during our test.
Overall, we were mightily impressed with the performance and level of refinement offered by this new Santa Fe.
Handling and ride quality
Ride quality is a major highlight of the Santa Fe and its performance is impressive.
Another strength of the Santa Fe is undoubtedly its impeccable road manners. Riding on 18-inch alloy wheels and fitted with McPherson struts up front and a multi-link suspension at the rear, it maintains a composed ride over various road surfaces; even harsh imperfections are "ironed out".
Not only does it have a more pliant ride quality than its bakkie-based rivals (including the Everest), the Santa Fe has a positive and well-weighted steering feel. It feels positively planted when cornering (a tribute to well-balanced body control), which is an admirable trait in a fairly hefty, let alone softly-sprung, people-mover. Overall, it offers an admirably comfortable and reassuring driving experience, which will please family car buyers.
Solid, spacious cabin
The interior design is pleasing to the eye and standard specification is generous. Those leather seats are very comfortable…
Step inside the Santa Fe and you're welcomed by a capacious cabin that’s not only attractively designed, but solidly built and well-specced. We found the leather seats comfortable and, in the case of this Premium derivative, the driver’s seat is manually adjustable, including for height.
The steering column is adjustable for rake and reach and the leather-bound 'wheel equipped with remote buttons for audio, Bluetooth and cruise control functions. The neat 7-inch infotainment touchscreen is easy to navigate and offers full Apple CarPlay and Android Auto compatibility.
Other nice-to-have features include rear park distance control with a reverse-view camera, automatic headlights, dual-zone climate control (automatic aircon), front and rear electric windows, a quartet of USB ports (including 2 at the rear), as well as an auxiliary audio input.
In terms of safety equipment, the Santa Fe has a total of 6 airbags, ABS with EBD and electronic stability control with traction control.
Super-practical
The third row is very spacious, even for adults and the seats fold completely flat into the floor which is a bonus.
There’s no shortage of space in the Santa Fe and passengers should find the rear quarters to offer ample headroom, shoulder room and legroom, no matter how tall you are. More so, the middle row can be shifted forward at the press of a button to gain access to the 3rd row of seats.
With the 3rd row of seats folded flat into the load bay floor, space is generous (at 547 litres) and, when you fold all the rear seats down, you have access to a capacious 1 625 litres. However, with the 3rd row of seats in place, luggage space is, predictably, quite limited.
The 3rd row is best suited to accommodate children and rearmost passengers are afforded a cupholder each. Having said that, even average-sized adults may find the 3rd-row seating tolerable over short distances. The Santa Fe has one of the most spacious 3rd-row seating setups that we have experienced in a long time (Hyundai is said to have increased legroom by 127 mm and headroom by 190 mm). Impressive indeed…
The Not-so-good
A tad pricey
Honestly, there’s really isn't much in the way of serious criticism that we can level at the Santa Fe, other than its price at R599 900, which is roughly R80 000 more than the equivalent cab-on-chassis offerings from Ford, Toyota, Isuzu and Mitsubishi.
Hyundai, like many importers, is at the mercy of the exchange rate and its pricing, especially at the top end of the market, does not necessarily align with what consumers are prepared to pay for its products. That partly explains the Santa Fe’s relatively low sales numbers in our market.
Nonetheless, prospective buyers will be pleased to know that the Santa Fe is backed by a comprehensive 5-year/150 000 km vehicle warranty, 7-year/200 000 km drivetrain warranty and a 5-year/90 000 km service plan.
The Santa Fe's practicality and high levels of refinement and comfort make it worthy of consideration in the 7-seat SUV segment.
The Santa Fe 2.2D Premium impressed us overall. It looks good, offers sufficient performance/fuel efficiency and delivers an exceptionally comfortable ride. Its interior is spacious, well-made (perceived build quality is high), plus it comes well-specced with standard features.
Should you consider the Santa Fe over its more popular rivals? Well, provided you can afford it, definitely! While the price difference between the Hyundai and its Japanese and American rivals may seem large, consider that the Santa Fe is more refined in terms of engine noise and ride quality; it should be easier to live with on a day-to-day basis. It’s arguably more practical too, especially if you are looking for a spacious family car.
For example, in the Fortuner, the 3rd-row seat folds up and to the side, resulting in an awkward luggage space. This is not the case in the Santa Fe, which has a more practical, flat load floor. What's more, a lengthy warranty and service plan make it a good long-term ownership proposition. It may not have set the sales charts alight, but that should not detract from the fact that the Santa Fe is a top-notch (albeit 2-wheel-drive) Adventure SUV.
Alternatives (click on the names for specification details)
The Toyota Fortuner is a popular choice in this segment and, in 2.4 GD-6 guise, it offers 110 kW and 400 Nm of torque and makes use of a 6-speed automatic transmission. Priced from R515 600, it's significantly cheaper than the Santa Fe, but it's not as refined in terms of overall ride quality.
The 2.2 XLT Automatic is priced from R522 700 and powered by a 2.2-litre turbodiesel engine (118 kW/385 Nm), mated with a 6-speed automatic transmission. Like the Fortuner, the Everest is not as refined, nor as solidly-made as the Santa Fe, but it still represents good value in this segment.
The Kia equivalent of the Santa Fe is the Kia Sorento and it's powered by the same 2.2-litre turbodiesel engine offering 147 kW and 440 Nm of torque together with an 8-speed automatic transmission. The Sorento was updated in 2018 to offer more value and it's now only available as a 7-seater. The entry-level Sorento 2.2 CRDi LX is priced from R579 995.
Latin inspired limited edition R8
Decennium edition marks a decade of Audi V10s.
Audi is celebrating the tenth anniversary of its mid-engined V10 supercar with a special edition offering. It’s called the Decennium and if you attended a posh school, you’ll know that means ‘decade’ in Latin.
Expect most of the 222 Decennium R8s to be finished in an exclusive Daytona grey surface colour, although customers will have option on five other, more vivid, hues. Differentiating the Decennium from other R8s is black gloss detailing on the front splitter, side sills and rear diffuser, which should contrast quite tidily with the Daytona grey’s matt finish.
Perhaps the most notable exterior styling detail to aid recognition of a Decennium R8 are its wheels and which are matt bronze in colour. The R8’s mid-mounted V10 powerplant, visible through its clear cover, also features bronzed intake manifolds, which are sure to appeal to engine bay aestheticists.
Inside there isn’t much difference from a standard R8 V10, but for the Decennium centre console logo and door sill badging. Open the door in a low-light or shaded environment and you’ll notice puddle lamps projecting an R8 Decennium logo onto the floor.
Mechanically the Decennium is no different from a regular R8 V10. That means you get a choice of 5.2-litre naturally-aspirated V10 in either 419- or 456kW, driving all four wheels through a seven-speed dual-clutch transmission.
Find a high friction surface and if you disable your mechanical sympathy, the 456kW R8 Decennium will run a true 3.1 second 0-100kph time, before buffering at the edge of aerodynamics at 331kph. Not a traditional acceleration or speed statistic, but the R8 V10’s 8700rpm engine speed ceiling is a very novel part of its offering – especially in a world where turbocharged performance cars force you to shift gear a lot earlier than that.
Ferrari has revealed the first official photographs of the F8 Tributo, its all-new offering.
This new mid-engined Ferrari boasts the most powerful V8 engine in the history of the brand. The F8 Tributo replaces the 488 GTB and the Maranello-based brand claims its new car is "one of the fastest, most thrilling and communicative supercars ever."
Power comes from a revised version of the 3.9-litre twin-turbocharged V8 engine. It has won numerous accolades, including Best Engine” in the International Engine of the Year awards three years running in 2016, 2017 and 2018. It produces 537 kW and 770 Nm, and the performance claims are staggering. How does 0-100 kph in 2.9 seconds grab you? Or how about a 0-200 kph time of 7.8 seconds? The top speed is rated at 340 kph.
Inside, there's a smaller steering wheel and the entire car is 40 kg lighter than the outgoing 488 GTB. The cabin also features a driver-orientated cockpit which has been completely redesigned. There are also new air vents, new steering wheel controls as well as a new 7-inch passenger touchscreen display.
We'll have more details after the new Ferrari F8 Tributo is publically revealed at next week's Geneva Motor Show.
Mercedes-Benz has in recent weeks been conducting a final batch of hot-weather tests on its all-new EQC electric SUV in South Africa. Just prior to the vehicles returning home, we were afforded an opportunity to experience this important new machine.
Built on the same platform as the Mercedes-Benz GLC (and in the same factory) and due to go on sale in South Africa later this year, the EQC is the first all-electric vehicle from the three-pointed star to go into mass production. The Bremen manufacturing facility will start churning out these high-end EVs soon, but not before a final batch of hot weather tests were conducted in South Africa. With the tests completed, Mercedes-Benz invited a few local journalists to experience the new machine at the Gerotek facility in Gauteng. Sadly, we were not allowed to drive the prototype vehicles, but nevertheless, the enthusiastic German engineers were not holding back around the tight dynamic handling course at Gerotek… so we were left with a pretty good idea of what these cars are capable of…
INTERESTING FACT: Close to 200 EQC prototypes and pre-production vehicles have been tested during the past 3 winters and 3 summers all over the world…
The vehicles had recently also been tested in Sweden (in icy cold conditions), and in South Africa had to endure not only gruelling heat, but also tow testing (1.8 tonnes), fine dust sealing evaluations and even runs where the batteries were run until completely drained. Given the upbeat moods of all the German technicians in attendance, one can only assume that the testing was a success and the final step in a 4-year long journey to get the first of the EQ cars ready for production.
Under the hood
The EQC 400 is powered by 2 motors, combining to push out 300 kW and 765 Nm. There’s one motor on the front axle and a second at the rear, making it an all-wheel-drive vehicle. I asked the technician to remove the plastic cover under the bonnet, and it certainly does look different under there! see image below.
Under the bonnet of the EQC 400 (plastic cover removed). Orange means high voltage.
The battery has an energy content of 80 kWh and there are five driving modes, which result in different performance and ranges. The Mercedes-Benz EQC features a water-cooled onboard charger (OBC) with a capacity of 7.4 kW, making it suitable for AC charging at home or at public charging stations. If you opt for the later, you can go from 10%-80% in just 40 minutes. The battery comprises 384 cells and is located in the vehicle floor between the two axles.
Cabin is modern, but not frighteningly so… Some interesting trim materials too, including a neoprene facia wrap.
Mercedes-Benz SA will only later be announcing its infrastructure-boosting plans for South Africa, but an off-the-record chat certainly created positive expectations. Petroleum company Shell, of course, recently also announced that it would be adding electric charging stations to some of its forecourts, and I hear that recent discussions with the government about EV infrastructure have also been more positive.
On the road & track
Being based on the same platform as the GLC, the EQC is similarly sized and packaged inside (with a massive boot!). Mercedes-Benz has been careful not to create too futuristic a cabin, as such a move could chase away consumers. Instead, it looks very much like a “normal” Mercedes-Benz inside, albeit one with all the latest toys, including the top-of-the-range MBUX control system. In fact, one of the engineers said that the EQC could have been on the market sooner, but Mercedes-Benz wanted it to have all the latest tech that it was developing for the mainstream, new-generation products, too. Oh, and interestingly the EQC features only USB-C ports inside…
An observation that’s worth making is that the build quality seems superior to the GLC’s, and that’s possibly down to material selection. There is a solidity and “weightiness” to the trim of the EQC which leaves a lasting impression of quality, and some properly interesting choices too… including a neoprene facia cover that actually looks and feels far smarter than you’d ever expect.
Out on the road the EQC is a silent cruiser and though I couldn’t drive it myself, it was clear that throttle response is, uhm… electric! Top speed is limited to 180kph, and the EQC 400 can blitz to 100kph in 4.9 sec. Like most EVs, it’s possible to drive the EQC almost entirely using only the throttle pedal, and this car further offers the option of adjusting the severity of the regeneration action when lifting off the throttle.
It’s a heavy car (2.5 tonnes), and it comes as no surprise then that it deals with road imperfections so well. Even more impressively, it hides its bulk brilliantly on the tight track at Gerotek, picking up speed deceptively fast and the low centre of gravity helping it stay stable in the corners. Ultimately I suspect it’s not as agile as the new Jaguar I-Pace (launched in SA this week), but only a proper drive will confirm that suspicion.
Mercedes-Benz is not yet ready to comment on local pricing, but has confirmed that the EQC will be launched locally before year-end.
The Mercedes-Benz GLC has been updated and now gains the MBUX user interface system and electrification. Herewith the details…
Mercedes-Benz will introduce a heavily updated version of its current GLC to the market later this year, featuring the brand’s latest 48-volt electric architecture.
Although styling changes to the mid-size SUV are slight (new LEDs, some chrome garnish and a remoulded aft bumper), everything that functions with an active current onboard has been redesigned and improved.
The revised GLC will feature Mercedes-Benz’s latest MBUX infotainment functionality, comprising 2 screens and what is claimed to be the most intuitive voice activation and mastering technology around. There will also be an augmented reality overlay function for the heads-up navigation feature.
Interestingly, the availability of MBUX on what is essentially a C-Class platform in the new GLC, proves that one can possibly expect a similar infotainment and user-interface upgrade for Mercedes-Benz’s popular sedan in the near future, too.
Beyond the sophisticated evolution of GLC’s cabin digitisation, the entire range now features Mercedes-Benz’s advanced 48-volt onboard electric architecture, enabling stealth hybrid features. A belt-driven starter/generator configuration will allow the GLC’s engines to ‘sail’ in decoupled mode when no throttle load is detected, thereby saving fuel. It can also recover up to 10kW of energy at crank speeds up to 2 500 rpm. Alternatively, the system can add those 10kW as an electric energy ‘boost’ function during peak throttle demand.
Engine Choice
A total of 5 engines will be offered, all with 48-volt mild hybrid technology.
The primary source of new GLC’s momentum will be a range of Mercedes-Benz’s latest four-cylinder engines: 2 petrol engines and 3 diesel engines, all turbocharged, will power the latest GLC.
The GLC200 boosts 145kW and 280Nm from 1.5-litres of swept capacity, whilst GLC300 runs the larger 2.0-litre turbopetrol, good for 190kW and 370Nm. The 3 diesel engine options are all an evolution of the same 2.0-litre OM654 architecture. The mildest of these will be the GLC200d with 120kW and 360Nm, increasing to 143kW and 400Nm in the mid-range GLC220d, before peaking at 180kW and 500Nm in the GLC300. A sole transmission option is standard on all new GLCs, that being Mercedes-Benz’s in-house designed and built 9-speed automatic transmission.
The only notable suspension upgrade is adaptive dampers now being available on both axles. Mercedes-Benz’s Dynamic Body Control harmonises firmness and rebounds at each wheel corner, by reacting to a range of steering, throttle and braking inputs, keeping the GLC as balanced as possible in all driving conditions and over a diverse range of road surfaces.
We will keep you updated as soon as local pricing and specification details become available.
Volvo’s performance sub-brand, Polestar, has revealed its first all-electric volume model called the Polestar 2. Herewith the details…
We saw the Polestar 1 in the metal for the first time at the 2018 Geneva Motor Show and we were intrigued by this sexy hybrid coupe that offered 447 kW and 1 000 Nm developed by a 2.0-litre supercharged and turbocharged engine along with 2 electric motors over the rear axles
Now, however, Polestar has revealed the next step in its development as an electric performance brand with the introduction of Polestar 2, an all-electric fastback that will rival Tesla’s Model 3.
In the case of Polestar 2, two electric motors and a 78 kWh battery develops a total system output of 300 kW and 660 Nm of torque and is said to sprint from zero to 100 kph in 5 seconds with an all-wheel-drive layout. Range is estimated at 443 km.
Polestar 2 features an environmentally-friendly cabin with a large 11-inch, Android-based infotainment system.
Polestar will set up strategic collaborations to give owners access to public charging networks using an in-car and mobile connected digital solution.
Key design details include Pixel LED headlights, frameless side mirrors, illuminated Polestar logo and interestingly, a standard vegan interior that makes use of ‘progressive textiles’. A Performance Pack will also be offered which will enhance driving dynamics with Ohlins dampers, Brembo brakes, 20-inch forged wheels and subtle details such as gold seat belts, brake callipers and gold valve caps.
Also, the 11-inch infotainment system with voice control will be powered by Android, providing a basis for apps and vehicle functions to coexist. Users will be able to access Google Assistant, Google Maps and Google PlayStore5.
Production of Polestar 2 begins in 2020 in China and it will be produced for both left and right-hand drive markets worldwide. The Polestar 2 will be shown at the upcoming Geneva Motor Show in March 2019.
Initial markets for Polestar 2 include China, USA, Canada, Belgium, Germany, Netherlands, Norway, Sweden and the UK. Other markets are under consideration, so there is a chance that we might see the Polestar 2 in South Africa in the future.
South African motorists are in for hefty fuel price increases as well as upward adjustments to toll fees for March 2019.
South African consumers, who are already under considerable financial strain, will have to brace for a double blow in March 2019 as both fuel prices and toll fees are expected to rise sharply.
Based on unaudited month-end data released by the Central Energy Fund, rising international petroleum prices during February 2019 will result in sharp fuel price increases in March 2019.
The AA says that the price of petrol is expected to increase by approximately 73 cents per litre while the price of diesel will increase by as much as 92 cents per litre.
"The Rand/US dollar exchange rate has worked slightly in South Africa's favour during February, giving savings of up to nine cents a litre. However, this has been shouldered aside by fuel price rises which have come off their January plateau and advanced considerably," the Association says.
The impact of rising fuel prices will coincide with toll free increases as of 1 March 2019 as well as increases to the General Road Fund and the Road Accident Fund levies which will be applied in April 2019. But that’s not all, an additional Carbon Tax will come into effect in June 2019 where an additional 9 cents and 10 cents will be added to the price of petrol and diesel respectively.
"In the medium term, we expect world supply will slightly outstrip demand as the USA continues to make impressive progress with its domestic oil production. However, petroleum prices remain vulnerable to geopolitical shocks and we cannot rule out further price hikes in the first half of 2019" says the AA.
Earlier this week, the AA also commented, “The increasing costs associated with road travel in South Africa will make everything more expensive, and will certainly have a direct and indirect impact on consumers. It also makes it harder for job seekers to find work as few of them have the resources to pay current transport costs, let alone increased fees. This, in particular, is worrying given the country’s high unemployment rate.
