The new Renault Duster range has arrived in South Africa, but the flagship 4×4 derivative has not joined the line-up… yet. Here's what you can expect when it arrives in early 2019.
The new Renault Duster has been well received since it was launched in South Africa at the end of September 2018. However, the eagerly anticipated flagship 4×4 derivative will only be making landfall in 2019. We can bring you some details regarding its 4×4 credentials.
The Renault Duster 4×4 will be powered by a 1.5-litre turbodiesel engine that develops peak outputs of 80 kW and 250 Nm of torque. Power will go to all 4 wheels by default, with the vehicle deciding which axle requires power and torque. At the turn of a rotary dial located between the driver and passenger seats, you can choose between a pure 2-wheel drive mode, as well a 4-Wheel Drive Lock mode, which splits the torque equally between the front and back axles. There's no low-range transfer case, but we reckon the first gear ratio should be sufficient for mild off-road conditions.
Furthermore, the top-of-range Duster will offer 210 mm of ground clearance, plus approach and departure angles of 30 and 33 degrees respectively. Renault has fitted the new Duster 4×4 with Hill Descent Control and Hill Start Assist. Inside the Duster 4×4's cabin, you will notice a 4×4 monitor which boasts a compass and vehicle angle data. Final specification and price will be announced at the vehicle's launch in 2019.
The Department of Energy has released fuel price adjustments which take effect on Wednesday, 5 December 2018. Fuel prices are coming down, see details below…
Motorists in South Africa will be pleased to know that fuel prices are falling sharply in December 2018 ahead of the busy holiday season.
The Department of Energy has announced that the price of petrol will fall by R1.84 per litre while the price of for a litre of diesel will fall by R1.45 (0.05% sulphur) and R1.47 (0.005% sulphur) respectively.
The fuel price reductions are a result of decreasing international petroleum prices and a firmer Rand/Dollar exchange rate during the month of November 2018.
The fuel price reductions are a relief to motorists who have endured numerous fuel price hikes throughout the year. However, the relief may be short-lived as general economic volatility could result in increases in the short to medium term.
This time around, the X4 hopes to be more clearly distinguishable from its X3 sibling. It's set up to have an engaging, sportier character and we put an xDrive20d M Sport through its paces. Can the sloped-roofed SUV justify its price premium?
We like: Comfortable ride, good road holding, balance of performance and economy.
We don't like: Not distinctive enough to overcome practicality loss over X3. Rather expensive.
In a world where SUVs are the largest growing segment in the vehicle industry, trying to stand out from the competition is easier said than done. What manufacturers then did was blend coupe lines, sloping rooflines and sporty dynamics into its SUVs. The result is an SUV Coupes just like this BMW X4, which is a sloping roofed version of the locally-built BMW X3. It shares the space with common foe Mercedes-Benz, which offers the well worn GLC Coupe. Surprisingly, Audi has not followed suit in producing a coupe version of its Q5, but there are plenty of other rivals such as the Jaguar e-Pace, Porsche Macan… and the upcoming Range Rover Evoque will probably want a piece of the action too.
Raised ride heights and sloping roofs, the future we didn't ask for but were given anyway.
For this generation of X4, BMW has done more than just file the roof down a bit to give its X3 a coupe-like look. It has a lower ride height, M Sport suspension and variable sport steering as standard. Compared with the previous X4, the new model is longer, wider, has a wider track and a longer wheelbase. Some of the changes improve sportiness, others – such as the stretched wheelbase – improve rear passenger comfort.
The xDrive20d derivative actually comes in a little cheaper than its petrol-powered counterpart and offers better consumption and acceleration, so unless you absolutely must have a petrol, the 2.0-litre turbodiesel version is sort of a no-brainer (if the range-topping X4 M40i is out of budget).
The good stuff
Eye-opening handling
The X4 is underpinned by the X3 chassis and is standard with xDrive all-wheel-drive across the entire range. BMW isn't the first name you think of when it comes to AWD, most likely you'll think of Audi or even Subaru, but the Bavarian firm actually makes an extremely capable all-wheel-drive system for road use. Grip levels are tremendous, especially if you find yourself on a tricky, tight descent. There's far more adhesion than you'd ever expect partly due to the reduction in body roll. Through quick changes of direction, it doesn't bobble from side to side or take time to settle down. It's very well planted with a grippy front end that instils confidence when you want drive with enthusiasm – something that feels unnatural in an SUV.
The variable sport steering becomes weightier at speed and is precise to inputs, but many will find the excessive heft in Sport and Sport+ modes a bit too artificial in feel. Leave the X4 in its Comfort driving mode; it will do a perfectly good job.
There's plenty to like about the 2-litre diesel and 8-speed auto combination.
Drivetrain refinement
Many experienced BMW drivers will quietly admit to the brand's turbodiesel engines are, as a matter of fact, the respective picks of their litters (excluding M engine obviously). The motor employed in the X4 delivers 140 kW and 400 Nm of torque. The numbers are competitive with offerings in the segment, but when combined with the 8-speed automatic transmission, BMW's powertrain refinement shuffles to the front of the queue.
We are getting to the stage now where automatic 'boxes have zero drawbacks compared with their manual counterparts. It's hard to pick a fault with this engine-transmission pairing as the shifts are well spaced, keeping the 20d comfortably in its peak torque band of 1 750 and 2 500 rpm. It's quiet at idle and has a pleasing bassy, grunty sound when accelerating at full tilt. Paddle shifters are installed on the steering wheel but are superfluous in almost all driving conditions. Acceleration and overtaking prowess too are both perfectly acceptable for an SUV like this. BMW claims a 0-100 kph time of 8.0 seconds, but you'll get the most enjoyment out of a diesel if you utilise the wave of in-gear torque to overtake vehicles at freeway speeds.
Fuel consumption figures can be misleading, but the new WLTP test should provide buyers with more realistic expectations of what their vehicles will consume. On the older EU cycle, this engine was said to consume 5.6 L/100 km, which you're only likely to achieve on long journeys with minimal loads. Our readout after a few weeks was 7.2 L/100 km and the xDrive20d hauled a few passengers and their luggage for parts of the test.
Part digital part analogue instrument cluster, BMW's way of slowly phasing out the old.
Interior build quality
We have criticised BMW for not being exciting enough with its interior design over the last decade, but we can never complain about the way Bimmer cabins are put together. The X4's interior is very sturdy to the touch and pleasingly rattle and wobble free. It's a familiar place to sit, with a few digital updates to the instrument cluster and a resolution upgrade for the infotainment system. The infotainment system works both by touch and via the rotary iDrive knob. You can opt for Apple Carplay, but unlike most systems, it isn't Android Auto compatible in SA.
The M Sport seats and leather steering wheel are must-haves as the seats are far more supportive and comfortable than the standard seats. The thicker M Sport steering wheel gives you something more substantial to hold on to while driving and really lifts the premium feel for the driver.
The not so good
Practically flawed
Look, we've become very good at nitpicking… An X4 looks very much the same as an X3 does from the front and although there is a slight handling gain to be had from the X4's lowered ride height, it still doesn't warrant the extra money you have to fork out for an X4 (R130 000).
Length loading space is good, it's when you load upwards that the low roofline starts to get in the way.
You also have to be absolutely sure that you'll never need to use that lost packing space that the sloping roof forces you to forego. One day, it's going to come back to haunt you; that's Murphy's Law, isn't it? How much do you lose exactly? In the actual luggage area, not much. The X4 is said to hold 525 litres and claim for the X3 is 550 litres. Total loading space is where things change: the X4 has 1 430 litres, where the X3 has 1 600 litres (170 litres might be hard to imagine, but with a sloping roofline, it cuts a large chunk out of your ability to stack things above the parcel shelf).
Not outstanding
While aesthetic appreciation is entirely subjective, in a segment where the only real reason to choose a coupe SUV over a normal SUV is the looks, we have to at least address them. Does the X4 stand out enough in a crowded segment? Well, by looking at the rivals it arguably doesn't. The Macan has a Porsche badge on the front and looks quite unique, especially in the pastel colours Porsche has specced for the 2019 car. The e-Pace isn't a bad looker either and at the price of this X4, you can get a more powerful and higher specced e-Pace. It is a bit smaller, yes, but there's an F-Pace not too far above if space is an issue. The X4 isn't bad looking, it just seems a bit bland for something that sells itself on styling appeal.
Wireless charging bay supports fast charging. M Sport steering will is a must-have.
Pricing and Warranty
A standard BMW X4 xDrive 20d M Sport starts at R891 442 before options. It is sold with a 2yr/unlimited km warranty and a 5yr/100 00 km maintenance plan.
Verdict
In terms of dynamic abilities, the BMW X4 is right up there in terms of handling and body control. The speed with which it settles after a quick change of direction is impressive and BMW's xDrive system provides an abundance of grip. The turbodiesel engine and gearbox are a perfect marriage of performance, economy and refinement. It's pretty hard to think of an offering out there that delivers everything as well as this X4.
With a coupe roofline, there's bound to be a loss of practicality and it's up to the buyer to decide whether the compromise is worthwhile. In effect, you pay BMW an extra R130 000 to take some of your packing space away. That price, R891 442 before ticking boxes beyond M Sport seems a little high, because you're getting mighty close to something like a VW Touareg. Alternatively, you save money and opt for a Volvo XC60 instead.
Alternatives (click on the names for specification details)
The Mercedes-Benz GLC Coupe is the direct rival but is now a few years older than the brand new X4. It has strong engines and a good looking body but lacks a little interior quality.
The e-Pace is a little smaller than the X4 but still delivers that dynamic SUV experience. It's quite heavy but overcomes its weight with powerful engines and a stiffly sprung chassis.
The new Macan will only arrive in SA during 2019, but it's sure to hit all the right marks in terms of dynamism. The most expensive rival and will only be petrol powered.
Mercedes-Benz has finally launched the eagerly-anticipated 3.0-litre V6 turbodiesel-engined flagship of the X-Class double-cab bakkie range on local soil. Could the Mercedes-Benz X350d 4Matic be the King of the Bakkies?
So far, sales of the controversial X-Class have failed to meet the pre-launch expectations of Mercedes-Benz (and, to be fair, many people). The Sindelfingen-based brand claims its double-cab is a game-changer, but many reviews of its 4-cylinder X250d derivatives have been lukewarm or guarded. But Mercedes is undeterred and has high hopes for its new flagship derivative armed with a brutish 3.0-litre V6 turbodiesel engine.
The Mercedes-Benz X350d 4Matic is available in 2 levels of trim; Progressive and Power. Both derivatives feature keyless go and Thermotronic air conditioning as standard. Progressive is the bottom of the V6 range and features 17-inch alloy wheels, leather-wrapped multifunction steering wheel, fabric seats (with the option of leather) and an 8-speaker audio system. Step up into the Power derivative and you get 18-inch alloy wheels, LED headlights, leather seats, of which the fronts are electrically adjustable and an uprated audio system with integrated satellite navigation.
That powertrain
190 kW and 550 Nm from a turbocharged V6 diesel makes the X350d the most powerful bakkie on sale in SA
The X-Class might share its platform with the Nissan Navara, but the heart of the new Mercedes-Benz X350d is a Benz-sourced engine. For Benz, another brand's engine would not suffice in the flagship derivative of its double-cab range. Codenamed the OM642, the motor was forged in the furnaces of the Three-Pointed Star and has been in service since 2005 (it has been used in both commercial and passenger car applications).
The turbocharged 3.0-litre V6 develops 190 kW/550 Nm and power is distributed by a permanent 4-wheel drive system (4Matic) via a 7G-Tronic Plus automatic transmission. The 4Matic system offers 3 modes: 4MAT for on-road use, 4H for traction offroad and 4L (low-range) for tough off-road conditions. The engine comes on song from 1 400 rpm and then torque starts to drop off around the 3 200 rpm mark. Given all that shove, it's to be expected that the X350d is a spirited performer… Mercedes-Benz claims it'll hit 100 kph in 7.9 seconds and run on to a top speed of 205 kph.
Can it go off-road?
The X350d is capable when the going gets rough. Would you offroad a R1-million bakkie though?
Our launch route incorporated moderate off-road trails. With a ground clearance of 222 mm, wading depth of 600 mm, approach and departure angles of 29 and 24 degrees respectively, a centre differential and a differential lock on the rear axle, the X350d seems well set up for traversing the rough stuff with a fair degree of confidence. Mercedes-Benz says it can take on grade 5 off-road trails, which is a claim we'd like to verify at some stage. Nevertheless, our 4×4 testing put the differential lock to the test and we explored the limits of the wheel articulation. We also tested out the hill descent control and were able to coax the Benz up 30-degree inclines. In other words, we're more than satisfied that this bakkie can cope with tough courses. The front camera can be switched on during these manoeuvres, which adds critical visibility when you can't see the surface ahead of you!
What's it like to drive?
On-road manners are acceptable and the V6 makes overtaking effortless. This X-Class is fitted with an aftermarket sports bar.
There's no doubt that the addition of a fire-breathing engine has made the X-Class double-cab bakkie a significantly more desirable product. The urge is impressive and when you make use of the many driving modes (Comfort, Sport, Eco, Offroad, Manual), you can explore the breadth of the German bakkie's on-road abilities. Manual is an interesting setup as you're solely responsible for shifting gears (by using the paddles located behind the steering wheel). When you're pressing on, there's even a soft rumble from the V6 and the in-gear urge is exceptional… for a bakkie!
However, there are still some glaring faults. The interior execution just lacks that knockout punch; it doesn't feel as if it can justify the Benz's million-rand pricetag. Yes, that's right, this bakkie, even in the lowest V6 spec, costs R914k before any options and I'm pretty sure you'd at least want to additionally spec leather seats. By comparison, a spec-laden Ford Ranger Wildtrak retails for R655 900. If you're looking for a direct rival, the flagship Volkswagen V6 Amarok Extreme comes in at R810 100. Is the Mercedes-Benz X-Class X350d worthy of a R100k premium? No chance.
The cabin is basic and has most features, but it doesn't have enough storage pockets.
We had issues with the X250d's cabin ergonomics, which we hoped would be (at least partly) addressed in this derivative. The lack of in-cabin storage bins is frustrating and there's one cupholder. Rear legroom space is cramped and the bench is too upright for longer journeys. There's no reach adjustment for the steering wheel either. Annoyingly, the infotainment system seems at least 2 generations outdated compared with the latest Mercedes-Benz infotainment systems. We're not expecting MBUX, but the latest version of Comand would be nice (given the bakkie's price tag).
Overall insulation is fair; much of that typical bakkie unrefinement has been dialed out through with the application of sound-deadening material. The ride is not the smoothest though, despite the trick multilink rear suspension. Sadly, the X-Class feels jiggly and tends to fidget around town. Look, it's a lot better in terms of refinement as far as bakkies go, but it's still not class-leading for the body-on-frame brigade. The steering is pleasantly light and makes directing the big beast simple, but on some faster, winding roads, you'll likely want a setup with a bit more feel and directness.
Verdict
The V6 on the front flanks is a subtle hint at the awesome power within
The addition of a potent and willing V6 turbodiesel engine has definitely elevated the X-Class' appeal. Many critics might argue that this X350d is exactly what the X-Class should have been all along. It has a stonking engine and is capable of executing effortless open-road overtakes. It'll be great for towing too, and the flagship (much like its X250d siblings) has a 3.5-tonne braked tow rating, which will please outdoor adventurists.
However, at this price point, a great engine is simply not enough to justify that monstrous price tag, especially the drawbacks of the lesser derivatives haven't been addressed. The cabin doesn't offer enough glamour, or tech, at this price point and there are materials that look marginal in quality. In this price bracket, the bakkie's in dangerous territory as the lure of an SUV is strong. Mercedes-Benz GLC with all the trimmings, anyone?
Mercedes-Benz X350d Price in South Africa
Mercedes-Benz X350d Progressive R914 711
Mercedes-Benz X350d Power R983 711
Mercedes-Benz GLE (2019) International Launch Review
Mercedes-Benz's 4th-generation premium SUV has grown in size and standing, with new engines and advanced new suspension technology that bolsters its overall abilities. Our international correspondent Greg Kable reports…
The Mercedes-Benz GLE has racked up over 2 million sales worldwide since it first when on sale badged as the ML in 1997. To suggest it has been a success is stating the obvious. However, the market this new model is entering is now a vastly different proposition to the one back then. Today, the premium brand SUV ranks have grown to include multiple offerings from a wide variety of car makers in many different sizes and configurations. To truly stand out and pique the interest of potential customers it takes something truly out of the ordinary.
What's new?
So what next for the best selling Mercedes-Benz SUV yet? In a bid to match the competition head-on, the fourth-generation model driven here 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 to see sale in 2019.
This is just as well because the outgoing third-generation GLE was already showing its age next to newer rivals like the Audi Q7, BMW X5 and Range Rover Sport. The surprise is just how much technology Mercedes-Benz has thrown at it an attempt to elevate its appeal. There are features included on the new model that are not yet available on the flagship S-Class or any other Mercedes-Benz model for that matter. So, in this respect, the seven-seat SUV finds itself in the unusual position of playing a pioneering technical role.
The new GLE has grown in every direction but has not picked up weight in the process.
The most noticeable change when you see it up close is the decision to make it even larger again. Like all previous incarnations of the GLE launched since the first generation model rolled off Mercedes-Benz’s US production line 21 years ago, this new one has grown, putting on a considerable 105 mm in length at 4 924 mm. Crucially, some 80 mm of this is concentrated within the wheelbase, which now extends to 2 995 mm, providing it with a much larger footprint and with it the scope for improved interior packaging.
Climb up into the cabin through larger front door aperture and you’re immediately aware the new GLE is a far more luxurious offering than at any time in the past. To suggest it has been totally transformed, as Mercedes-Benz does, is probably going a little too far, but to its credit everything you see and touch has been reworked, including the front seats which are a good deal firmer and more body hugging than before. The materials used throughout, not least the optional wood and leather trims, are also of a perceptibly higher quality than in previous incarnations of the luxury SUV, giving it a distinctly more upmarket air before you’ve even thought about pressing the start button and setting off.
More new tech
The multi-layered dashboard boasts its own individual design with signature rectangular air vents as opposed to the round vents used by other recent new Mercedes-Benz models. Ahead of the driver, its upper section houses a large hoodless digital panel with two 12.3-inch high definition displays for the instruments and infotainment features – the latter controlled by Mercedes-Benz's new MBUX operating system with touch screen, conversational speech and gesture control functions complimenting small touchpad controllers within the horizontal spokes of the steering wheel and a larger touchpad unit within the centre console.
The MBUX infotainment system is the centre-piece of the cabin.
New technology comes in the form of an optional head-up display unit boasting 720 x 240-pixel resolution across a screen area of 45 cm x 15 cm. Active Stop and Go assist, a driving function that permits semi-autonomous driving in traffic jams, is also among a wide range of driver assistant programs adopted the new model.
Cavernous cockpit
There is a distinct feeling of roominess up front with generous levels of head and elbow room combining with the commanding seating position and more upright A-pillars to create a pleasing driving environment. It’s in the rear, however, where the big increases in accommodation have taken place. That longer wheelbase has liberated an added 69 mm of rear legroom and, in combination with a longer rear overhang, also helps to increase the accommodation offered by the third seat row. Boot space has actually been reduced by 60-litres, though it remains competitive at 630-litres with the second-row seats, which now come with optional six-way electric adjustment, set all the way back. Slide them forward, however, and the capacity grows by 135-litre over the old GLE at 825-litres, growing to a copious 2 225-litres when they are folded away.
The rear seats of the GLE offer multiple-way electric adjustment.
The fourth-generation GLE is based on a brand new platform that is claimed to offer an impressive 20 per cent increase in rigidity over that of the old model. The so-called MHA (modular high architecture) structure adopts cast aluminium nodes for the front and rear suspension mountings as well as other changes in the material mix that not only help to increase its overall stiffness but also see it hit the scales at the same weight of the shorter and narrower version of the older MRA (modular rear architecture) platform used by the superceded third-generation GLE at 62 kg.
More developed air suspension
The new structure sits on a heavily reworked double wishbone front and multi-link rear suspension. Lower end models continue with standard steel springs and adaptive dampers, but they can be optioned with the three chamber height adjustable AirMatic air suspension that comes as standard on higher-end models at extra cost.
Upgraded air suspension works via the 48V electric system and the forward camera to 'set up' for the road ahead.
Buyers who opt for the GLE450 4Matic also get the choice of Mercedes-Benz's advanced E-Active suspension. A further development of the AirMatic system, it works in combination with a 48-volt electric architecture and stereo camera that is used to scan the road to provide individual adjustment of the air spring and damper acting on each wheel, allowing it to not only counteract body lean but also better control pitch and dive.
Engines
The initial engine line-up for the new GLE in the UK includes just two units, though others, including two six-cylinder diesels and a pair of AMG fettled petrol engines, are set to follow later in 2019. Right now, however, the line-up starts with a turbocharged 2.0-litre four-cylinder diesel with 180 kW and 500 Nm of torque in the GLE300d 4Matic and, for the time being at least, is topped by a turbocharged 2.9-litre six-cylinder petrol unit boasting 270 kW and the same 500 Nm in the GLE450 4Matic.
The latter engine, part of a new in-line family of petrol and diesel units, is equipped with Mercedes-Benz’s new EQ Boost function, comprising of a 48-volt integrated starter generator. Mounted within the forward section of the gearbox, it uses energy from a lithium-ion battery to provide an added 16 kW and generous 250 Nm of torque under acceleration in a mild hybrid process that is not only claimed to enhance performance but overall economy, too.
More legroom is available in the back seats thanks to a longer wheelbase.
The new petrol-electric drivetrain, also used in the CLS450 and S500, is tailor-made for the new GLE, providing prodigious shove when accelerating from low speeds and a solid turn of speed through the gears on a loaded throttle. It is also pleasingly hushed and well isolated from the cabin, giving the GLE450 4Matic agreeably calm and relatively quiet cruising qualities.
Slick shifter
For the most part, the GLE's standard automatic gearbox is every bit as silken smooth on upshifts it is during downshifts. The nine-speed unit, which comes with steering wheel mounted shift paddles as standard for manual shifting, is quick to respond to any given driving condition, picking off suitable ratios smartly at lower speeds around town and holding on to any given gear when pushed along at a higher pace on the open road.
The GLE450 4matic is also among the six- and eight-cylinder versions of the new Mercedes-Benz model to receive the latest version of Mercedes-Benz’s 4Matic four-wheel drive system with full variable apportioning of power to either the front or rear wheels. This not only helps improve traction on road but also extends the new SUV’s ability in off-road conditions.
The handling
As good as the driveline and resulting performance are, however, the manner in which the GLE450 manages to mask its considerable size and weight with truly impressive handling traits while delivering a cossetting and pliant ride is arguably its crowning achievement.
The steering offers agreeable weighting and good directional responsiveness with a heightened sense of precision and greater feedback compared to the old model, even though it goes without the rear-wheel steer assistance of some more contemporary luxury SUV rivals. The adoption of a full variable four-wheel drive system also plays a significant role in lifting its handling prowess well above its predecessor, providing outstanding grip and superb levels of on-road traction no matter what the weather and road conditions throw at you.
The body control of the GLE belies a car of this nature and size.
Where the new Mercedes-Benz really rises above the competition, though, is in the area of body control. With the optional E-Active suspension providing individual control of each spring and damper, the GLE450 remains remarkably flat and composed during brisk driving, even going so far as to negate the effects of pitch and dive during acceleration and braking through constant tweaking of the damping under acceleration and braking.
Still, that’s not the end of it by any means. For those willing to option it, there’s also a so-called curve inclination function as part of an extended list of driving modes. Activated through the infotainment monitor, it uses a stereo camera mounted within the windscreen to scan the road and alters the air springs to lean the GLE450 into corners. The amount of lean can be controlled within three different settings, with the most extreme providing sportscar levels of cornering speed and a level of purchase more akin to a well sorted sporting estate than a high riding luxury SUV. You can confidently place it and maintain a brisk pace over winding back roads without any untoward tyre squealing drama or premature interruption from the stability control system, which only actives when it really needs to rather than well prior to any given situation like that of old GLE.
Admittedly, it takes some while to become fully accustomed to the leaning effect, most notably upon turn-in which is a good deal sharper and more incisive than in the other driving modes, but with perseverance and the right road to exploit it you discover the GLE450 4Matic delivers incredibly fluid handling traits that ensure its trick suspension will no doubt find its way on to other Mercedes-Benz models in the not-to-distant future.
The new body control system will actually lean into corners in order to reduce body roll and improve handling.
The primary ride is also a real strong suit. Pockmarked sections of bitumen and undulations are dealt with in a wonderfully controlled manner at cruising speed out on the open road, while potholes and the like are nicely ironed out at lower speeds around town. Together with the wind-cheating effects brought on by a drag co-efficient of just 0.29 and the outstanding refinement of the engine, this makes the GLE450 4Matic an outstanding proposition for long distance driving – and with an 85-litre fuel tank, it promises a theoretical range of over 950 kilometres.
Summary
With the arrival of the new fourth-generation model, the GLE has taken on a clearly more up-market role in the Mercedes-Benz line-up, offering greater space, markedly higher levels of refinement and a range of standard features not even available in the German car maker's upper luxury models. In GLE450 4Matic guise, it is a compelling complete and highly accomplished SUV that, with the option of seven seats, makes for outstanding family transport, both on- and off-road. A comparison test with the Audi Q7 and newly introduced fourth-generation BMW X5 and Range Rover Sport is required to settle the question of just where it stands in the luxury SUV pecking order, but from what we've seen so far it appears to have the necessary appeal to uphold the sales success of its various predecessors.
Mercedes-Benz SA expects to have the new GLE on sale during the 2nd quarter of 2019.
Lexus has added a petrol-electric hybrid derivative to its underrated IS business class sedan range and introduced more safety features in the IS 350 F-Sport? version.
The automotive world seems hell-bent on the wide-scale electrification of production vehicles, but it's nonetheless going to take a while for all-electric vehicles to become popular in the South African market; they're simply too expensive for most buyers and the recharging infrastructure required to support them is still in its infancy. Lexus (and parent company Toyota) have always preferred the petrol-electric hybrid route, which is claimed to offer the best of both worlds. A hybrid vehicle utilses a combination of a specially-tuned petrol engine and battery-fed electric motor(s).
The Lexus IS sedan underwent a facelift in 2016, but it has taken the Japanese brand a further 2 years to add this new hybrid version, which coincides with a model range adjustment. The 200t has been rebadged as the 300 EX and the 350 F-Sport gains additional safety specification. You can distinguish the hybrid version from its bethren by its slightly revised rear bumper, hybrid badges and blue Lexus logos on the grille and bootlid.
Powertrain
The internal combustion engine component of the Lexus IS 300h is a 2.5-litre naturally aspirated 4-cylinder motor that produces 133 kW and 221 Nm. It features D-4S direct fuel injection, Dual VVT-i intelligent variable valve timing and high-efficiency exhaust gas recirculation, and it runs on the Atkinson cycle for maximum efficiency. With the addition of an electric motor and its boot-mounted battery, total power output is rated at 164 kW.
Fuel efficiency is this vehicle's focus and it's said to consume just 4.9 L/100 km and emit 104 grams of CO2 per kilometre. It's reasonably brisk too, with a claimed 0-100 kph time of 8.5 seconds and a stated top speed of 200 kph. The derivative can be operated in various modes: you can drive it in petrol-electric combination mode or, if the battery's state of charge allows it, in pure electric mode at slower speeds, such as stop-start traffic.
The petrol-electric setup is aided by regenerative braking, so the moment you apply the brakes, kinetic energy is converted back into electricity to charge the battery, which the petrol engine also helps to replenish. The continuously variable transmission's electronic control unit manages the workings of the petrol and electric motors simultaneously and you can simulate gear changes by using the steering-wheel-mounted paddles.
Interior features
The Lexus IS cabin is well appointed. However, the touchpad menu navigator takes some time to get used to
One of the Lexus brand's major strengths is that its products are invariably packed to the hilt with features – there's no such thing as an optional extra. You'll notice there are runflat tyres on this spec list and the reason for that is because there's insufficient boot space for a spare wheel – the electric motor's battery largely occupies that space. The Lexus IS 300h comes in an SE specification and here are some of the standout features:
Run-flat tyres
Drive Mode Select
Smart entry and push-button start
Perforated leather upholstery
Electrochromatic rearview mirror
Dual-zone climate control with electrostatic temperature control switches
LED daytime running lights
LED brake lights and rear lights
Tyre pressure monitoring system
10-speaker Lexus display audio with DAB digital tuner and Bluetooth
10.3-inch multimedia display screen with remote dial controller
Rain-sensing wipers
Heated and cooling front seats (driver and passenger)
Reverse-view camera
Front and rear parking sensors
Lexus Navigation system
Moonroof
One of the big changes for this latest update of the IS range is the addition of the new safety features on the IS 300h and IS350 F-Sport. The Lexus Safety System+ comprises adaptive cruise control, Pre-Crash System, lane keeping assist and LED automatic high beam, as well as a blind-spot monitor with rear cross traffic alert. Pre-Crash is perhaps one of the most critical features as it enables the Lexus to detect a impending collision and sound an alert. If the driver doesn't react, the car will apply the brakes in an attempt to lessen or avoid an impact. Eight airbags are standard.
The fit and finish of the Lexus IS is still impressive, two years after its facelift.
What's it like to drive?
Our test route was very brief, but it was a pleasant experience to reacquaint ourselves with the IS. Even in (relatively expensive) hybrid form, it's still a highly underrated vehicle and its levels of build quality and refinement are commendable. Considering the Japanese sedan's abundance of standard luxury features and excellent driving manners, it's puzzling why the Lexus IS doesn't sell in larger numbers.
For those who've never driven a hybrid-powered vehicle, it's initially alarming when you start the vehicle and the car's dashboard lights up, but there's not a single sound (not even a whirr) from the engine bay. Engage Drive and the car pulls off in eerie silence, with the electric motor taking care of the low-speed propulsion. Once you've merged with traffic, the petrol engine will promptly fire up to provide additional performance.
It might take customers a while to learn how to make the most of the hybrid system, but we expect it should be a pleasant learning curve. It initially requires forethought to coast down a hill on purpose (to capture some of that energy and recharge the battery), as well as remembering to push the electric-only mode button in dense traffic. With a measured driving style and an understanding of the hybrid drivetrain, fuel efficiency will improve.
Verdict
The new Lexus IS300h. Note the hybrid nomenclature on the side skirts and blue hybrid Lexus logos.
While sales of hybrids will never be rampant, Lexus has vowed to continue selling petrol-electric models. The current global situation benefits Toyota and Lexus immensely, as diesel "has become a swear word" in many markets. Since the first hybrid was sold in 1997, more than 12 million hybrid vehicles have found homes globally, with Toyota/Lexus taking 50% of that market. Currently, Toyota/Lexus offers hybrid options for its IS sedan, ES executive sedan and its RX and NX SUVs. In 2019, we'll see hybrid versions of the LS limousine, RC coupe, LC sportscar and UX compact SUV.
We expected the IS 300h to be refined and efficient, and it didn't disappoint. While we suspect the claimed economy figure may be a little ambitious, we'll try our utmost to achieve a return of close to 4.9 L/100 km when we assess the overall mertis of Lexus' newcomer in early 2019.
Lexus IS Price in South Africa (November 2019)
The Lexus IS range features a best-in-class 7-year/105 000km warranty and full maintenance plan. The vehicle service intervals are every 15 000 km, or alternatively, once a year.
IS 300 EX – R715 400
IS 300h SE – R753 800
IS 350 F SPORT – R806 400
The Mercedes-AMG GT family has been updated and a new hardcore, limited edition Mercedes-AMG GT R Pro now tops the range. See details below…
While the Mercedes-AMG GT family has benefitted from numerous updates, a limited edition, rang-topping Mercedes-AMG GT R Pro has broken cover at the Los Angeles Motor Show with a host of modifications that make it a formidable track weapon. Particular attention was paid to suspension, lightweight construction, aerodynamics and visual appeal.
Its hardcore look is communicated with a reworked front apron with 2 carbon fibre-coated flics on the sides which stabilise the front splitter while added aerodynamic components are seen at the rear wheels arches to reduce front axle lift. Active air regulation up front and a large rear aerofoil are standard. The aerofoil has a spoiler lip for added downforce and is mounted on aluminium brackets.
The AMG GT R Pro benefits from numerous upgrades to ensure blistering on-track performance.
A new AMG coil-over suspension is fitted, allowing the driver to adjust the compression and rebound of the dampers via dial on the damper. The front axle features a lightweight, adjustable carbon fibre torsion bar while the rear is equipped with an adjustable hollow steel bar. Stopping power is provided courtesy of composite ceramic brakes and the AMG GT R Pro rides lightweight AMG Performance 5-spoke alloy wheels in titanium grey.
The track-ready interior features lightweight leather bucket seats with 4-point harnesses and a roll cage.
Powered by a 4.0-litre bi-turbo V8 engine, the Mercedes-AMG GT R Pro serves up 430 kW and 700 Nm using a 7-speed dual clutch transmission ensures lightning-fast shifts, accelerating the AMG GT R Pro from zero to 100 kph in 3.6 seconds before reaching a top speed of 318 kph Fuel consumption for the AMG GT R is rated at 12.4 L/100km, which is slightly more than the claimed 11.4 L/100km fuel consumption figure of the standard GT R.
Mercedes-AMG GT Updates
The AMG GT family has been updated and is expected to go on sale locally in 2019.
The updated AMG GT family now benefits from features found in the AMG GT 4-door. The fully digital instrument display comprising a 12.3-inch instrument cluster and 10.25-inch multimedia display will now feature in the GT family. Coloured display now feature on the centre console along with a stylised V8 design.
The AMG GT family will now also have an AMG performance steering wheel with Touch Control buttons. A round controller with an integrated display giving the driver access to AMG drive programmes. For track enthusiasts, AMG Track Pace is standard with the Comand online system and will capture driving data for you to analyse and improve your driving.
In terms of styling, AMG GT models now adopt new light controls for the LED headlights as in the GT 4-door with a tri-functional arched light guide which serves as a daytime running light, navigation light and turn signal.
The rear apron of the AMG GT, AMG GT S and AMG GT C has been redesigned with a new black diffuser insert and the tailpipe covers has also been reworked. The AMG GT and AMG GT S also gain a new black grained sill cover while new light Y-spoke alloy wheels in soft black can be had. New 10-double-spoked forged wheels in titanium grey or soft black are now offered on the AMG GT, AMG GT S and AMG GT C. Parktronic park assistant will be offered as an option with a reverse and front camera.
The AMG GT family will also be offered in brilliant blue magno and two-tone leather upholstery can also be specified.
The AMG Dynamic Select which includes modes such as Slippery, Comfort, Sport, Sport Plus and Race, will now offer AMG Dynamics which will control power distribution to the rear axle and manage steering characteristics to improve handling and agility. AMG Dynamics incorporates 4 modes including Basic, Advanced, Pro and Master.
Mercedes-Benz South Africa has confirmed that the updated AMG GT Coupe, AMG GT C Roadster and the AMG GT 4-door will arrive in the first half of 2019 while the AMG GT R Pro will arrive in the second half of 2019.
Jeep has used the LA Motor Show to reveal its new mid-size Gladiator bakkie. See details below…
While we wait for the arrival of the new Wrangler in 2019, Jeep has revealed what it calls the most capable truck ever and it’s called the Gladiator.
"Unquestionably a truck and instantly recognizable as a Jeep, the all-new 2020 Gladiator is the ultimate vehicle for any outdoor adventure. There is tremendous demand for this unique vehicle from our loyal Jeep customers and pickup truck buyers everywhere. Born from a rich and proud heritage of tough, dependable Jeep trucks, Gladiator combines rugged utility, versatility and functionality resulting in the most capable mid-size truck ever,” said Tim Kuniskis, Head of Jeep Brand – North America.
The Gladiator is powered by a 3.6-litre Pentastar V6 with 213 kW and 353 Nm of torque and is mated with a 6-speed manual transmission as standard while an 8-speed automatic is offered as an option. A 3.0-litre EcoDiesel engine is expected to join the range in 2020.
Offroad ability is provided by two 4×4 systems (depending on the derivative) and these include a Command-Trac 4×4 system as well as a Rock Trac 4×4 system with heavy duty Dana 44 front and rear axles and Tru-Lok locking differentials. The Gladiator is shod with 17-inch off-road wheels with 33-inch tyres.
The wading depth for the Gladiator is 762 mm with a maximum towing capacity of 3 470 kg and payload capacity of 726 kg.
The Jeep Gladiator is not currently under consideration for South Africa.
Audi has brought a fierce-looking electric e-Tron GT 4-door coupe concept to the LA Motor Show with a production version expected late in 2020.
Developed in collaboration with Porsche, the striking Audi e-Tron GT Concept gives us a good idea of what to expect from the forthcoming production version in 2020 which follows on from the e-Tron SUV and the eTron Sportback.
Power output
With 434 kW, the Audi e-Tron GT Concept is cabable of sprinting from zero to 100 kph in 3.5 seconds.
The Audi e-Tron GT Concept develops a total system output of 434 kW with 2 electric motors driving both the front and rear axles (1 over each axle) making this an electric quattro as there is no mechanical link between the front and rear axle. Audi says that acceleration from zero to 100 kph will take place in 3.5 seconds with a top speed of 240 kph. A 90 kWh lithium-ion battery is said to ensure a range of 400 km. A energy recuperation system increases range by up to 30%.
In terms of charging, the e-Tron GT Concept can gain 80% charge in 20 minutes thanks to an 800-volt system using a cable. Audi Wireless Charging can also be used to charge the car overnight using a built-in charging pad on the floor where the car is parked.
Key styling features
An interior made from non-animal based materials and recycled material is a thoughtful touch to what looks like a sumptous cabin.
This is an electric 4-door coupe that sits low and wide with a long wheelbase of 2.9 metres. It stands 4.96 metres long, 1.96 metres wide and 1.38 metres high. The body is made from various materials such as a carbon fibre, aluminium and high-strength steel.
The front-end is dominated by a sharp and edgy design with a singleframe grille that’s complemented with aggressive-looking Matrix LED headlights. A light strip running the length of the rear is similar to that seen on the e-Tron SUV. The exterior is finished in a new colour called Kinetic Dust.
The interior design is simple and futuristic in look and feel with a clear focus placed on the driver with the large infotainment screen angled towards the driver for ease of use. As you would expect, the instrument cluster is all-digital.
Interior materials are non-animal based, so this a vegan interior, as Audi calls it, with synthetic leather used for the seats and trim. Recycled fabric material is used on the seat cushions, armrests and centre console. The deep-pile carpets are made from Econyl yarn which is a recycled fibre made from used fishing nets. The load bay offers 450 litres of space while additional 100 litres of space is found under the bonnet.
Audi aims to have 12 all-electric drive models on the market by 2025 with its electric vehicles expected to account for one third of its sales. First customer deliveries of the production version of the e-Tron GT can be expected in 2021.
Thanks to the introduction of the X7 first-class off-roader, the X5 no longer sits at the summit of the Bavarian brand's SUV fleet. But, make no mistake, the latest iteration of the model that started BMW's Sports Activity Vehicle onslaught is raring to muscle its way through a crowd of rivals. We headed to Garden Route to sample the newcomer…
What’s new?
As new technologies arrive (and existing ones improve), car manufacturers are hell-bent on squeezing the latest features into every new product they offer. Consumers have concurrently become ever more demanding, so irrespective of whether they're interested in a 1 Series or the new X5, they want the latest, greatest safety features or connectivity options. Being an all-new model, BMW has stacked the X5 with everything it has to offer. There are so many safety, autonomous and connectivity features, it would take too long to explain them all in a short, sharp launch review.
The new X5 features that huge kidney grille up front – not quite as large as the X7, but still large.
So let's focus on the important stuff. The new X5 is a little bit bigger in every direction, which sees increases in occupant and (a little more) loading space. It comes standard as a 5-seater and is optionally available as a 7-seater. At launch, there will only be a choice of 2 turbodiesel derivatives: the 30d and 50d. A petrol model may be considered for 2019, but the diesels tend to be the better sellers locally. If you want to add more intricate bumpers and design flair to your new X5, there will be M Performance parts available in 2019. Much of the takeaway from BMW’s marketing and press materials is that the G05-generation car is imbued with the newest tech innovation, still excellent on road, but now able to compete off-road.
Genuinely better off-road?
BMW SA threw a neat little trick into the launch of the new X5 by speccing some of its 30d demonstration units with optional off-road tyres. We used them (the cars and their tyres!) to traverse the Prince Albert pass that links Uniondale and Knysna. This gave us a chance to admire some of the legendary road-builder Thomas Bain’s best work as we made BMW's latest premium SUV climb and shuffle over the Outeniqua mountains.
Those optional all-terrain tyres don’t offer run-flat technology, therefore they have distinctly softer sidewalls that improve the X5's ride quality on rough surfaces. It also happened to be pouring with rain, so the extra grip from the tyres was even more noticeable. Still, if you plan on doing a fair amount of gravel driving, they are a must-have (and they don’t appear to produce extra noise when travelling at freeway speeds on tarred roads).
The G05 is better off-road than any X5 that has come before it.
The ride quality over the 60 km dirt-road route was a standout as even on 19-inch rubber the optional air suspension reacts quickly to craters in the road. If you want to further improve the off-road credentials (and look) of the X5, there is an Off-Road Package that adds different styling cues to make it look more rugged, and includes an extra button that toggles through Sand/Rock/Gravel/Snow settings, but that's only available on the 30d.
Still the on-road benchmark?
Don't be fooled by its off-road improvements, the new X5 is right up there in terms of its tarmac prowess, which is what we expected. The newcomer tips the scales at just over 2 tonnes, but changes direction with the body control of a much lighter car. Much of the impressive dynamism can be attributed to the individual suspension management, which checks body roll and helps the X5 corner as flatly as possible when changing direction.
It leads to a composed ride quality over bumps and instils a sense of confidence in the chassis when the newcomer scales a mountain pass (at least in an air suspension-equipped derivative, we didn't have a chance to sample an X5 equipped with the standard configuration during the event).
Engines up to scratch?
Both the 30d and 50d are powered by 3.0-litre 6-cylinder turbodiesel engines and the former offers up a competitive 195 kW and 620 Nm of torque. For most consumers, those outputs are as much as they’ll ever need, plus the 8-speed automatic transmission kept the motor within its max torque band (2 000 to 2 500 rpm) with ease. That auto 'box is metronomic in delivering timeous shifts and works almost imperceptibly in the background.
Only 2 turbodiesel engines are available at launch, a petrol derivative may be introduced in 2019.
The 50d produces the performance edge in the X5 range (for now) and whereas the 30d has 1 turbocharger, the 50d has 4. That’s right, it's a quad-turbo engine, where 2 turbochargers deal with low-rpm boost and the other 2 with higher-rpm boost. The result is 294 kW and 760 Nm of torque that will kick the 50d from 0 to 100 kph in 5.2 seconds. That grunt comes with very little guilt as the 50d is claimed to use between 6.8 and 7.2 L/100 km.
During our test drive (a 140-km stint in mixed conditions) we saw closer to 10 L/100 km, but we were "exploring" the 50d's capabilities with zeal…
The new tech?
There is a number of new tech features, but most of them focus on improving the passive safety systems and incorporating more communications functions. Most of them are optional, but BMW does allow you to pretty much spec the X5 to your liking, so you can pick and choose as you see fit.
For example, you can spec the driver assistance package that selects features such as lane keeping aid, blind-spot detection, cross traffic alert and evasion aid, all of which helps the X5 to avoid collisions with vehicles or pedestrians that suddenly venture into the path of the Bimmer. Semi-autonomous driving modes are available too, as is a follow mode, which allows the G05 to automatically follow cars in front of it in start/stop traffic.
The interior of the X5 is more modern and vibrant than much of BMW's current range.
Communications-wise, you now get a wireless charging pad (certainly the must-have gizmo in new luxury vehicles), 2 USB C ports, as well as Apple Carplay compatibility (if you spec that option). For the first time, BMW SA is offering over-the-air firmware updates, which means if there’s new software installations or infotainment updates, they can be downloaded through a wifi network rather than manually installed at a dealership.
Luxurious inside, right?
There is clear evidence within the new X5’s cabin that BMW is beginning to catch up with (if not pass) its rivals in terms of interior ambience and wow factor. The fully digitised instrument cluster is crisp and clear, which lifts the mood within the cabin. The new infotainment system combines both the iDrive rotary knob with a touchscreen and is very familiar to BMW owners who will have no problem dancing through the menus quickly.
Our test units were also equipped with the optional glass-look transmission levers. These have a 3D effect, with the X logo embedded in them. It’s down to personal choice whether you like this particular adornment or not, but it does add some serious bling to the cabin.
The optional glass gear lever. Below and to the left are the off-road mode toggle switches.
Passenger space is plentiful, but I can’t yet speak for 3rd-row occupants as our test cars were 5-seater derivatives. Luggage space is claimed at 645 litres, which can expand to 1 860 litres with the rear seats folded flat. BMW has also stuck with the split-folding tailgate system, which I’ve always regarded as an excellent addition that doubles as a comfy place to sit during a picnic at, say, a Stellenbosch wine estate?
Summary
The new X5 appears to be a more capable and accomplished product than the model it replaces, which was job number 1. But where BMW has always focused on on-road ability, the new model offers notable off-road credentials too. It’s no Land Rover Discovery, but it handled 60 km of undulating, rocky and slippery dirt road with absolute ease. In those conditions, its predecessor would have shaken you until your vision went blurry.
In other areas, such as ride refinement, occupant/load space, infotainment tech and safety, the developments feel evolutionary. We’ve come to expect new models to be better overall than their forebears and the X5 does just that, but now with an added string (dirt-road prowess) in its bow.
BMW X5 (2018) prices in SA
xDrive30d R1 194 296
M50d R1 502 582
* Prices include a 5-year/100 000 km maintenance plan.
