Ford South Africa is gearing up for expanded production in 2019 at its upgraded plant in Silverton, Pretoria and Cars.co.za Journalist, Gero Lilleike, headed to Silverton to help build the pre-production units of the Ranger Raptor which is due to launch locally in the first half of 2019.
Ford South Africa’s plant in Silverton is where the popular Ranger bakkie and Everest SUV are built for local consumption and export markets, but it’s also where the highly-anticipated, high-performance Ranger Raptor bakkie will come to life in the not-too-distant future.
In an effort streamline production and accommodate the production of the Ranger Raptor, Ford has invested nearly R3-billion to expand and upgrade its Silverton plant, a process which has taken more than 18 months to complete. A wide range of upgrades and enhancements have been implemented at the plant, including the installation of 25 new robots in the Body Shop. A total of 115 fully automated robots are now responsible for handling and welding of components. Installed production capacity has increased and up to 168 000 vehicles are expected to roll off the production line in 2019.
Ockert Berry, VP of Operations, Ford Middle East and Africa commented, “The Silverton Assembly Plant has been transformed to achieve our highest-ever installed capacity. This required a total rethink and re-engineering of many of our established production processes and operations throughout the plant to improve throughput, efficiencies and ergonomics to reach the projected production targets.”
“While gearing the plant up for the higher volumes was a key objective, this had to be managed alongside a significant increase in production complexity associated with the unique characteristics of the Ranger Raptor, the introduction of a new engine programme, and extensive product enhancements planned for the 2019 Ranger and Everest,” Berry states.
Building the Ranger Raptor
The Ranger Raptor has no less than 350 unique parts. These are the pre-production units being built…
The forthcoming Ranger Raptor brings its own set of complications to the production line as the Ranger Raptor is vastly different to the standard Ranger model and the assembly line has therefore been re-engineered to accommodate both Ranger configurations.
“Accommodating the Ranger Raptor’s long-travel suspension, 150mm wider track, 168mm wider body and much bigger tyres required significant upgrades at numerous points along the assembly line,” Berry states. “There are around 350 parts that are unique to the Ranger Raptor, which adds a lot of complexity to the line.”
A new engine line has also been installed to accommodate the new 157 kW 2.0-litre bi-turbodiesel engine that will power the Ranger Raptor but which is also expected to be offered in selected Everest and Ranger derivatives in 2019 along with a new 10-speed automatic transmission.
Gero Lilleike works on installing the tailgate mechanism on a Ranger Raptor pre-production unit.
Seeing Silverton plant in full operation is a fascinating experience but Ford arranged a unique event that would place local media representatives on the production line to work on actual pre-production Ranger Raptor units.
The pre-production Ranger Raptor units are built to expose any production issues but they also undergo various quality and safety tests before full-scale production starts.
Media representatives were split into groups and positioned at various stations on the production line under the watchful eye of trained professionals who would offer guidance and support but also to ensure that quality control was maintained.
Gero was positioned at the tailgate station with the task of installing the tailgate mechanism on various Ranger derivatives as well as the pre-production Ranger Raptor units. He was guided by a veteran of the trade, a friendly fellow by the name of Jacob, who has been employed at Silverton plant for 33 years. Jacob’s expertise proved to be invaluable in helping to get the mechanism installed in time without having to bring the entire production line to a grinding halt.
While we look forward to testing the Ranger Raptor on local soil, Ciro De Siena did drive it with much enthusiasm in the Australian Outback earlier this year. If you have not yet seen the video, do yourself a favour and give it a watch below!
The once-utilitarian G-Class, previously known as the Geländewagen, is back for another round in 2018. We headed to Johannesburg to drive the mighty V8-whipped Mercedes-AMG G63.
The G-Class is the oldest of all the Mercedes-Benz nameplates still in production; it dates back to 1979. Indeed, it has real heritage… and buyers know that, so when building a new model you can’t be liberal with widespread changes in design or technical ability. With that in mind, the new G-Class features subtle changes and enhancements to make it more user-friendly while still looking like the original G. There were a few things that were non-negotiable though: firstly, it had to remain boxy and square as a G-Class should. The doors also needed to have that typical G-Class kathunkas you slam the doors. Then finally it had to have a low range transfer case – the mark of a true off-roader.
What’s new?
The Panamericana grille subtly sits on the front of the Mercedes-AMG G63.
The changes to the exterior over the predecessor are actually more subtle than you think, put them next to each other and a game of spot the difference ends rather quickly. The Panamericana grille sneaks its way onto the front giving it a more modern frontal appearance.
In terms of dimensions it has grown in every direction, it is 53 mm longer, 64 mm wider and 15 mm taller than before. This equates to more legroom in the front and rear, more elbow room all round and more shoulder room.
The interior sees the biggest update as Mercedes has updated the G-Class with all of its latest safety systems and given it much of the E-Class’ design, save for a few G-Class specific grab handles, but more on that later.
Under the bonnet
The old 5.5-litre V8 is replaced with a newer 4.0-litre twin-turbo V8.
There’s an absolute unit of a powerplant in the front of the G63. The 4.0-litre twin-turbo V8 punches out 430 kW and 850 Nm of torque, which are heady outputs if you consider the G-Class is an off-roader. Nevertheless, it will race from 0 to 100 kph in 4.5 seconds, which is pretty mind-boggling to experience as virtually nothing else in the Benz lineup can claim to grip and spring off the line as fast as this G-Wagon. With 2.4 tonnes pushing it into the ground and 22-inch rubber on the Edition One (the standard car has 20-inch wheels), there is zero wheelspin. It leaps from a standstill like a startled cat and yowls and growls right up to 6 000 rpm. It’s hilarious fun, because it’s so unexpected. You expect this kind of acceleration in an AMG GT or a C63, but when it comes in the form of a low-range-equipped block, you can’t help but be entertained by its exploits.
Fuel economy isn’t something that too many owners of a G-Class will worry about, but the (moderate) claimed figure of 13.1 L/100 km is courtesy of cylinder deactivation tech that shuts off 4 of the 8 cylinders to save fuel. In reality, even on open roads, we were seeing between 15 and 18 L/100 km.
The G63 has a very specific sound due to its side-exiting exhausts that protrude from just below the rear passenger doors. It brings you a lot closer to that snarly V8 and once you’ve toggled through the driving modes to Sport and Sport Plus the ante on the exhaust growl is severely upped.
Off the tar road
The G63 has all the features to make it a great off-roader, but at R2.6 million, is it likely to go off-road? Probably not.
With the G63 starting at R2.5 million, it’s unlikely that many owners will expect their Gs to traverse serious off-roading tracks (and run the risk of sustaining some dreaded bush-rash!). It is nice to know that it's equipped with everything you’ll ever need if you’re forced into a tricky situation.
Theoretically, the G-Class has been made into an even better off-roader with improved approach, departure and break-over angles. There are 3 differentials you can lock (with the flicks of switches on the dashboard) and low range is selected by a button on the lower Comand control panel. There is a small problem, however, as those side exiting exhaust ends are likely to get damaged if you head into really rocky or lumpy terrain. Thankfully, for real off-roaders, only the AMG derivatives come with side-exiting exhaust. The G350d will arrive in South Africa during April 2019.
Meanwhile, there are some quite technical features that have improved the ride quality of the G-Class, but suffice to say the ladder-frame chassis is much stiffer than before. More aluminium has been used across the body on non-load-bearing sections while, for the first time, the front axle has an independent, double wishbone suspension; a rigid axle with a 5-link suspension is employed at the rear.
New upmarket interior
The skateboard infotainment screen brings digital tech to the G-Class while the passenger grab handle remains typically old school.
The new G-Class interior has taken a major step up. Much of the E-Class' design and technology has been transplanted into the G to give it a very premium feel, while still seeming chunky and boxy.
The skateboard style screen takes pride of place on the dashboard with a fully digital instrument cluster setup. The roof lining is carpeted and the test units at the launch were fitted with the optional comfier front seats with massage, heating and cooling functions and side-bolster support (to pin you in your seat during cornering). The rear is spacious and the seats can fold in a 60:40 configuration. Rear passengers also benefit from their own climate control buttons.
Benz has loaded the G-Class with a ton of tech and safety systems that include features such as semi-autonomous driving modes (a perhaps over-eager) lane keeping aid, road-sign recognition and a head-up display. A few more airbags have been added to this model, including a knee-bag.
Summing it up
Mr Boombastic, truly fantastic…
The Mercedes-AMG G63 will make absolutely no sense to those who consider it from a practical, logical point of view. It has an insane amount of power for an off-roader and its square shape means the wind noise is pretty intrusive at speed. If you take it off-road, its 20 or 22-inch wheels will get wrecked, as will the side-exiting exhausts. Also, it costs R2 591 000, which is ridiculous money in most people's book.
However, as an absolutely wild, left-field choice that’s by far the craziest model Mercedes-AMG makes, the G-Class is brilliant. It gets more recognition from onlookers than just about any car I’ve driven… the G63 is one of the few cars that are universally regarded as "just plain cool".
The continued success of the Mercedes-Benz C-Class is critical to the Sindelfingen-based brand's passenger vehicle sales volumes (and its East London plant, in particular). Benz recently facelifted its business-class sedan and we got a chance to drive the newcomer, tested here in entry-level C180 guise. Do the changes make a big difference?
We like: Comprehensive interior upgrade, uprated safety systems, overall refinement
We don’t like: Engine doesn't like being pushed, cost of options, some poor finishes
The Mercedes-Benz C-Class is the money maker for the German brand (a point we alluded to in the introduction of this review), and on the back of a massive investment in the brand's East London facility, the facelifted version (W205) has gone on sale. Although the aesthetic updates to the C-Class are not immediately apparent, the upgrades to the sedan's electronics, ergonomics, build quality and safety are of greater relevance. There are some changes to the engine line-up too, but while we all dream of driving a Mercedes-AMG C43, the C180 and C200 are likely to remain the most popular derivatives. We got behind the wheel of the C180 to see if it represents a fair blend of luxury and value for money. Visually, our test car came fitted with the AMG Line kit which ups the ante in terms of kerb appeal. The diamond radiator grille and sporty wheels round off the package.
The advanced steering wheel is lifted straight from the S-Class and the cruise controls are integrated, doing away with the additional stalk
"If it ain't broke, don't fix it." Well, while there was not much wrong with the layout of the pre-facelift C-Class' interior, it had begun to look and feel its age. In an era where manufacturers are opting for bigger, crisper and more capable infotainment screens with extended functionality, the C-Class' Comand system was lagging. The good news is that it has all been replaced. The crisp 12.3-inch digital dashboard is admittedly an option, but it's worth considering because it brings the instrument cluster bang up to date. There's also a new steering wheel, which looks identical to the unit found in the E-Class. You'll notice that the cruise control buttons are now on the steering wheel, as opposed to the clumsy stalk of the previous generation.
The revised steering wheel is a highlight. Not only does it look and feel upmarket and modern, but its functionality and controls are improved. With Blackberry-like touchpads, which are located perfectly for thumb swipes, you can customise the info you see and scroll through menus intuitively.
More tech
The new infotainment system boasts Android Auto and Apple Carplay compatibility, as well as far more modern graphics.
While some onlookers may bemoan the C-Class' relatively unchanged exterior looks, the fundamental changes (to the sedan's integral systems) are more noteworthy. The facelifted Mercedes-Benz C-Class benefits from an array of new active safety features, most of which are already in use in other Mercedes-Benz products, such as the S-Class. Active Brake Assist is now available as standard and the vehicle is able to drive in a semi-autonomous state in certain scenarios. A digital dashboard is also optionally available for the C-Class, although our test unit didn't have it fitted.
As mentioned earlier, the new generation of Comand infotainment system is much improved; it feels like a smartphone with its great graphics and user experience. We're also happy to report that Android Auto/Apple Carplay is supported and the connectivity is seamless through USB and Bluetooth. For those worrying about phones running out of battery power, there are numerous USB ports as well as a wireless charging pad.
One of the many USB charging points and a wireless charging pad, conveniently nestled in a concealable storage area
Refined driving experience
When there are a variety of engines in the Mercedes-Benz C-Class portfolio, it's hard not to obsess over the more potent or advanced offerings. However, the 2.0-litre turbocharged 4-pot in the C300 is a tremendous engine and the new 1.5-litre 4-cylinder with electric assist in the C200 looks to be frugal. However, in the modest C180, one has to make do with a turbocharged 1.6-litre 4-cylinder engine, which delivers 115 kW and 250 Nm. On paper, those peak outputs don't seem adequate to propel a large German sedan with vigour, but in reality, things are quite different.
Power delivery is smooth, with the 9-speed transmission being all too eager to shift up to save fuel. Often we'd find ourselves around the 90 kph mark, with the transmission seemingly itching to change up to 9th gear. If you want to overtake, the 'box is quick enough to gear down the ratios to find the torque/power sweet spot. The C180 comes with different driving modes and the Sport mode does up the ante and quickens the responses.
The test unit that Mercedes-Benz sent us came with the AMG Line pack, which incorporates the sharp-looking grille and 5-spoke AMG alloy wheels. Despite these bigger wheels, the ride quality is more comfort-biased than harsh, which is what we (and we assume, the majority of buyers would) prefer. In terms of steering, the C-Class has never offered the most direct tiller, with the emphasis being on comfort and relaxing operation.
The driving modes make quite a difference to the nature of the car, opt for Eco for the most relaxed and frugal driving
What’s not so good?
Some iffy build quality
Despite the Mercedes-Benz C-Class being marketed and priced as a luxury vehicle, we found a handful of marginal trim finishes (evidence of cost-cutting, which is, to be fair, virtually unavoidable). When you depress the plastic air vent surrounds, for example, you're likely to hear a cheap creak, which is a little offputting in a German premium sedan that costs in excess of half a million Rand. Where's the reassuring solidity that can be found elsewhere in the cabin? That being said, the overall quality has jumped tremendously when compared to the pre-facelift Mercedes-Benz C-Class.
Rough engine note
While the C180 is by no means a sporty car, there will be times when you'll need to accelerate hard and unfortunately, the engine doesn't like being revved past the 4 000-rpm mark and the gruff sound is arguably unbecoming of a vehicle that is marketed as a refined, premium executive.
Price and Warranty
The Mercedes-Benz C-Class range starts from R590 169, with our AMG Line-endowed C180 auto derivative coming in at R636 169. This may sound like a considerable jump from the base price, but in reality, Mercedes-Benz explained that there's more specification fitted as standard, as many of the options fitted to the outgoing model had a 100% take-up rate. So instead of Mercedes-Benz making them available as costly options, they're fitted as standard, the firm says. The facelifted Mercedes-Benz C-Class comes with a 6-year/100 000 km maintenance plan.
The Mercedes-Benz C180 may sit at the bottom of the C-Class range, but it doesn't feel like a piecemeal derivative. It's reasonably refined and indeed, satisfying, to drive, with a streamlined user interface, a raft of integral safety systems and, yes, it offers enough prestige for the money. To put it another way, it does the basics well – it's only when you go through it with a fine-tooth comb that some minor issues present themselves.
With an all-new BMW 3 Series due to hit the South African market early in 2019, the C-Class will have its work cut, especially in terms of competing for buyers who seek a modicum of dynamism from their business class sedans. What's more, Audi will soon offer a facelifted A4, which offers impressive (perhaps class-leading) build quality to the party. Despite the imminent arrival of new competition, however, the 2018/19 #CarsAwards-nominated C-Class remains – and is likely to remain – at the (erm) business end of its segment for a while yet. As ever, it's a class act.
Alternatives (click on the names for specification details)
The Bavarian will be replaced by an all-new model in 2019, but the 3 Series still makes a compelling argument for those wanting their German luxury sedans with a hint of dynamic prowess
Jaguar has tried to go the same route as BMW with a dynamic, rear-wheel drive luxury product and it's not half bad. Rear legroom is a little tight though.
Volkswagen has bolstered its multi-purpose Caddy lineup with the addition of a 1.0-litre turbopetrol Trendline derivative. See specs and pricing below.
The Caddy is a versatile vehicle that can perform a wide range of tasks and can serve as a business hauler and people mover or it can even be a practical family vehicle for everyday use.
In an effort to boost interest and sales, Volkswagen now welcomes a value-for-money Caddy 1.0 TSI Trendline derivative to the Caddy family.
Mark Handley, Head of Sales and Marketing at Volkswagen Commercial Vehicles said, ‘‘At R306 300, the 1.0 TSI Trendline Caddy offers exceptional value for our potential customers. Our aim is to increase the market share and positioning of the Caddy Trendline range.”
The 3-cylinder, 1.0-litre turbopetrol engine under the bonnet offers 75 kW and 175 Nm of torque and is mated to a 5-speed manual transmission. Volkswagen claims an average fuel consumption figure of 5.6 L/100 km.
Standard and optional features
The Caddy 1.0 TSI Trendline rides on 16-inch ‘Bendigo’ alloy wheels and comes equipped with a 'Composition Media' radio with touchscreen, heated rear window, electrically adjustable and heated exterior mirrors, climatic air conditioning system, electric windows, leather steering wheel, height adjustable front seats, multi-function display, roof rails in black, under-seat storage, front fog lights with static cornering light and daytime running lights.
Additional optional features include Park Distance Control (front and rear) with rear view camera (not available with rear wing doors), cruise control, dark-coloured tail lights, removable towbar, Bi-xenon headlamps with separate LED daytime running lights and blacked-out taillights including Light & Sight Package, multi-function leather steering wheel and rear wing doors.
Volkswagen Caddy – Price in SA
Caddy 1.0 TSI Trendline – R306 300
The Caddy is sold with a 3-year/120 000 km warranty, 3-year/60 000 km service plan and a 12-year anti-corrosion warranty.
The Honda Amaze budget sedan was launched in South Africa in October 2018 and we recently had the opportunity to test the range-topping 1.2 Comfort Auto derivative. How does it perform overall? Let’s take a closer look…
We Like: Decent performance, ride/handling balance, rear passenger space
We Don’t Like: Some build quality issues, interior colour, hard plastics, wind noise
The Honda Amaze has a unique look with a squared-off face and large chrome-look grille, which makes it easily recognisable.
The Amaze replaces the previous Brio Amaze sedan and competes directly with the new Suzuki DZire, Toyota Etios and updated Ford Figo sedan in the entry-level (budget-oriented) compact sedan segment. Not only is it longer and wider than its predecessor, but its wheelbase has been stretched out by 65 mm, which has improved the Honda's interior space appreciably. The Amaze is easily recognisable by its squared-off face with a large chrome and honeycomb grille that dominates the front-end. This specific derivative rides on 15-inch alloy wheels.
While the sedan market is ostensibly shrinking, the Amaze will appeal to the budget-conscious family car buyers, fleet operators and entrepreneurs who are looking for a competent Uber vehicle (for example). Is the new Honda Amaze 1.2 Comfort CVT worthy of your attention? Let’s find out…
What’s good?
Decent performance
The Amaze performs reasonably well when driven in a measured manner.
As a result of weighing in at just over 900 kg, the Amaze is light, which means its workmanlike, naturally-aspirated 1.2-litre petrol engine (with peak outputs of 66 kW and 110 Nm), doesn’t have to work too hard to shuffle the sedan around town at a reasonable pace. That’s to say that the Amaze performed better than what we expected it would, even when equipped with a less-than-engaging continuously variable (automatic) transmission. We do, however, suspect that the Amaze will struggle more at altitude and when fully loaded with passengers and their luggage.
When driven with a measured approach, the Amaze delivers acceptable performance in both city and highway driving situations. It’s only when you mash the accelerator pedal hard that the dreaded CVT drone and excessive engine noise come to the fore, but the 1.2 Comfort is not meant to be driven hard anyway (hence its name, we guess), so in most cases, the powertrain performs acceptably.
Steering wheel-mounted paddle shifters allow you to manipulate the CVT's "steps" manually, but mostly it’s best to let the transmission to its own devices. The CVT also has a Sport mode (not that you should need it), which holds higher revs for longer to get the most from the engine.
In terms of fuel consumption, Honda claims an average efficiency figure of 5.7 L/100 km and returns in the mid-6 range should be easily achievable.
Ride and handling
Ride comfort is a highlight in the Amaze.
To its credit, the Amaze delivers a smooth and comfortable ride on most surfaces; it does a fair job of absorbing most road imperfections. While its steering is somewhat dead at centre, it has a positive feel and is nicely weighted, which makes the drive more pleasurable. The Amaze also remains well-composed through corners with minimal body roll. We did, however, notice a fair amount of wind noise in the cabin at highway speeds.
Standard features
The cabin design and feature offering is basic, making for a fuss-free experience behind the wheel.
The basic sound system is very straightforward to use and offers Bluetooth connectivity and MP3 playback (USB and auxiliary ports are standard). The system's settings and Bluetooth can be controlled with the mounted controls on the steering wheel, of which the column is adjustable for rake.
Other notable standard features include single-zone automatic air conditioning (a nice-to-have feature), front and rear electric windows and electric folding mirrors. The seats are upholstered in cloth and are well cushioned to offer a fair degree of support and comfort.
In terms of safety, the Amaze is equipped with 2 airbags and ABS with EBD. Brake assist and stability control with traction control is not included.
Reasonably practical
Rear passengers should be relatively comfortable on the back bench with ample legroom.
Thanks to its larger dimensions, the Amaze’s interior is quite spacious and rear passengers are afforded acceptable leg- and headroom. Rear passengers also have access to 2 cupholders in the central armrest and additional storage for bottles and other oddments can be found in all the door mouldings. Up front, the driver and passenger also have 2 cupholders ahead of the gear lever and additional storage in the glovebox.
As for the boot, it offers 420 litres, which compares favourably with the 378 litres offered in the Suzuki DZire. The rear seat does not split, however.
What’s not so good?
The sea of beige
The beige upholstery and trim finishes will get dirty easily. Best to opt for the no-cost synthetic leather seat covers.
While the cabin’s design itself is actually inoffensive, the interior is dominated by hard, cheap-looking beige plastic, which is matched by the colour of the cloth seats. Sure, the colour reflects the preference of consumers in the Amaze's home market (so Honda SA may have had no say in the spec), but we dislike it. Our main gripe is that dirt and scuff marks will show up quickly after moderate use and will be a pain to maintain on a regular basis. However, Honda does offer synthetic leather seat covers as a no-cost option which is advisable if you want to protect the integrity of the seats.
The cabin appears to be mostly solidly built and is generally free of squeaks and rattles, but we did find questionable build quality issues. The glovebox, for example, requires a mighty push to close properly or you need to manually latch it into place. Apart from looking unsightly, the boot lining is also poorly finished and looks like it can be peeled away with little effort, something that could very well happen after extended use.
Price and warranty
The Honda Amaze 1.2 Comfort CVT is priced at R208 900 and is backed by a 5-year/200 000 km warranty and a 2-year/30 000 km service plan.
While the Amaze CVT adds convenience, we would rather look to the manual version, which should offer better performance.
For the most part, the Honda Amaze 1.2 Comfort CVT is a convincing product in this segment… if you don't mind its beige interior. It offers better-than-expected performance while also delivering a comfortable ride and competent handling ability. We suspect that it may even outperform the equivalent Suzuki Dzire automatic (R191 900), which may very well justify the additional outlay. It’s also worth noting that Honda has a solid track record for reliability, which needs to be factored into your purchasing decision, along with the presence of a comprehensive product warranty.
However, if an automatic is not a necessity for you then we suggest you also consider the manual Amaze priced at R193 900. With a manual transmission, the Amaze should be more lively (its performance will be easier to exploit, in other words) and marginally more fuel efficient too.
Alternatives (Click on vehicle name to view specification details)
While we have yet to test the Suzuki DZire automatic (priced at R191 900), it’s worth a test drive if you are looking for an automatic budget sedan. Its 1.2-litre petrol engine offers 61 kW and 113 Nm of torque. The manual GL version, priced at R177 900, is the sweet spot in the range and represents good value-for-money in this segment.
The Ford Figo 1.5 Trend sedan is priced at R197 950 and offers more power and torque from its 1.5-litre petrol engine: 88 kW and 150 Nm of torque. It is, however, offered with a 5-speed manual transmission and has more boot space to the Amaze (the claimed capacity is 445 litres).
Offered in either Xi or Sprint guise and only in manual form, the Etios sedan is powered by a 1.5-litre petrol engine 66 kW and 132 Nm of torque. It has the largest boot capacity (595 litres) and pricing starts at R181 for the 1.5 Xi derivative, while the 1.5 Sprint sedan is priced from R186 200.
The untested BAIC D20 1.5 Fashion auto is priced at R209 990 and is powered by a 1.5-litre petrol engine with 85kW and 148 Nm of torque. The front wheels are driven through a 4-speed automatic transmission and it comes equipped with nice-to-have features such as rain-sensing wipers, sunroof, climate control air conditioning and rear park distance control with a reverse-view camera.
The Mercedes-AMG G63 luxury SUV has arrived in South Africa! Here's how much the G63 AMG costs…
The Mercedes-AMG G63 is launching in South Africa this week and we're able to share pricing of the Austrian-built SUV. The only model to make it to our shores is the G63 AMG, which is the flagship model.
Under the bonnet sees the 4.0-litre twin-turbocharged V8 engine make its debut in the Gelandewagen and in this application develops 430 kW and 850 Nm. This means the G63 can hit 100 kph in a claimed 4.5 seconds and it'll run to a top-end speed of 220 kph, but you can tick an option to move that limiter to 240 kph. Power goes to all 4 wheels via the AMG Speedshift 9G gearbox and the vehicle boasts a rear-biased torque split with 60% going to the rear axle. It's interesting to note that the outgoing model's split was 50:50.
Despite its AMG engine, the G-Class has always been a potent offroad vehicle and this latest incarnation is just as tough when the tarmac ends. It can ford through water at a depth of up to 70 cm, has approach/departure angles of 30.9 and 29.9 degrees respectively, and has a ground clearance of 270 mm.
Being a Mercedes-AMG G-Class, customisation and options are extensive. The Edition 1 package is available (R300 000) as is the AMG Night Package (R52 800). You can also choose from things like an uprated Burmester sound system (R23 000) and a carbon fibre engine bay cover (R13 300).
The cabin of the new Mercedes-AMG G63 has taken a serious luxury turn and no longer looks like it belongs in the military
Mercedes-AMG G63 Price in South Africa (November 2018)
Mercedes-Benz is offering a 2-year/unlimited km warranty and a 6-year/100 000 km service plan.
When it comes to Premium SUVs that offer true off-road ability, the list of candidates is very short. For a very long time, Land Rover's Discovery seemingly had that niche wrapped up, but its rising price and numerous options have placed it in the proximity of some very legendary 4x4s, albeit ones that aren't as, shall we say, "urban sophisticated". We tested the Td6 HSE to figure out whether this Discovery derivative's price is now simply too big a pill to swallow.
We like: Comfortable ride, relaxed cruiser, excellent off-road, driving position, advanced features
We don't like: Very expensive, some options should be standard
Fast Facts
Price: R1 314 406 (November 2018, without options)
Some Land Rover dealers regularly offer specials: Have look here.
Where does it fit in?
One of the few luxurious 7-seater SUVs that can also confidently go off-road, the Discovery remains a highly desirable adventure machine.
Launched in South Africa last year, the latest-generation (5th) Discovery replaced a much-loved model that sold well even at the end of its product cycle. Unfortunately for Land Rover, the new version has not set the sales charts alight. Whereas its predecessor was probably the undisputed king of the luxury off-roaders, with sales in excess of 2 000 units in some years, the new model is "only" averaging around 60 units per month. In recent years, the Toyota Land Cruiser 200 has emerged as the most popular choice among well-heeled buyers who seek continent-flattening machinery.
So, what's the matter? Is there something wrong with the product? Is it too expensive? Is the weird-looking rear end too off-putting? Let's find out…
DO YOU OWN A LAND ROVER? Tell us about your ownership experiences here.
What's good about it?
High-tech, "coherent" cabin
The cabin is neat and the minimalist control layout is quite an achievement given the sheer number of high-tech features fitted.
Step up and into the seat of the latest Discovery and you'll be pleased to learn that one of the greatest features of its predecessor – its "top-of-the-world" seating position – is unaltered. You sit high in a Disco, so much so that the window sill makes for a good armrest, while you peer down at "lesser" vehicles. But that's the only thing, design-wise at least, that has been left untouched because the fascia layout is completely new.
Land Rover has packed a liberal number of tech features into the cabin of the Discovery, so the fact that it comes across as minimalist in design is a compliment. Its coherent design also sets it apart from a vehicle such as the Land Cruiser 200 4.5D-4D V8 VX-R, which offers a similar number of features, but sports a design that is neither as modern or as cohesive as the Landy's. Of course, there are numerous options to choose from with the Discovery, including trim colours and materials, in addition to actual features, so you can really personalise your Disco to suit your wants and needs. Does the Disco make its driver feel special? It does indeed… you may often be left wondering why you would ever need a Range Rover…
The Discovery boasts a neat, simple instrumentation layout and there is a sense of very good overall build quality.
As standard, and even more so once a few option boxes have been ticked, the Discovery is loaded with modern features that will boost its appeal to tech-savvy buyers, including the ability to change the ambient colours of the cabin. The large (10-inch) touchscreen boasts logical menu structures, high-resolution graphics and can also be specced to include Apple CarPlay/Android Auto (for R800 more). There's also a 380W Meridian 10-speaker sound system, a reverse-view camera and Touch Pro navigation. But there's much more on offer when you head to the optional extras list…
Practical packaging and clever features
Vast luggage bay hides electrically folding/raised 3rd-row seating. (Electrically) extending shelf is a practical feature.
While a major focus area with the new Discovery was weight-saving (it is, in some instances, more than 400 kg lighter than before), it is nevertheless bigger and more spacious than previously. A major difference between this model and its predecessor is that you now have to decide if you need 3rd-row seating (and be prepared to pay R22 500 extra, if you do). To us, given the family-friendly size of the vehicle and its overlanding abilities, this is potentially an error and one that hurts the perceived value on offer, especially as the aforementioned Land Cruiser flagship is a 7-seater in standard guise. Interestingly, however, Land Rover says that "only" 60% of buyers opt for 3rd-row seating.
In standard 5-seater form, it has to be said that those seated in the 2nd row will have no reason for complaint – legroom has improved and while the much-loved stadium-seating of the old car is gone, an overall sense of spaciousness (and a good visibility) remains.
If fitted with 3rd-row seating (as our test unit was), the rearmost chairs are fitted with ISOfix child seat mounting points and offer respectable legroom too. Included as standard is an electrically operated rear "picnic table" that folds out to make loading easier. What's more, we found it particularly practical when organising luggage and as a seating platform for small kids – while cleaning their feet following a visit to the beach, for example.
Note electrical controls on the door frame for folding the rear seats.
Inside, besides a massive luggage bay (more than 1 000 litres of storage space in 5-seater configuration) there are a large number of hidden storage solutions… In addition to the very spacious storage box between the seats (cooled as an option), another secret (a very deep storage area) is revealed by sliding the entire cupholder section on the transmission tunnel out of the way. Also, the climate control interface (on the fascia) can lift out of the way at the press of a button to reveal another hidey-hole.
There are a number of optional extras that can further boost the Disco's practicality. You can, for example, spec the HSE Td6 so that you can fold down the 2nd and 3rd rows electrically. And when fitted with the Remote Intelligent Seat Fold pack (R22 800) one can adjust the seating configuration in 3 ways: via the fascia-mounted touchscreen system, buttons mounted in the cabin, or even by using an app on your smartphone.
Excellent off-road ability
An extensive array of off-road systems (some optional) ensure the Disco retains its legendary off-road ability.
Off-road ability remains core to the Discovery's appeal, even though it's unlikely that its full capability will ever be called upon by most owners. In HSE specification (as featured on our test unit) air-suspension and the high/low-range transfer box are standard features. There are, however, a trio of features on the options list that might potentially raise some eyebrows. Terrain Response 2, an active rear locking differential and ATPC (All-Terrain Progress Control) are optional extras that can be included as part of the Capability Plus Pack that costs an additional R27 600. Interestingly, only about 15% of Discovery buyers opt for this pack, indicating that extreme off-roading is not necessarily a pillar of success for most buyers.
Don't confuse Terrain Response 2 for a replacement for the well-known Terrain Response system, which is still offered as standard (with Rock Crawl mode) and allows the driver to manually select the appropriate mode for the type of terrain they hope to traverse. Terrain Response 2 simply automates the selection. Even without ATPC and Terrain Response 2, there's little that will trouble the Discovery when it heads off the beaten track.
Land Rover claims a ground clearance of 283 mm (up by 43 mm) for this model and a highly impressive maximum wading depth of 900 mm (an increase of 200 mm). The air suspension also offers another practical benefit – you can stand behind the vehicle and at a press of a button lower the rear end to easier load items in the luggage area, or to make the hooking-up of a trailer easier, for example.
In summary, then, there are few vehicles out there that feel so equally at home on smooth tar, rough/broken surfaces, gravel and the really rough, slow-speed stuff. Of course, if you are going to head off-road a lot, you may want to consider more suitable tyres.
Good performance/economy balance
Handsome from the front, arguably less so from the rear – but perhaps the Discovery lacks the iconic, stand-out design of its predecessor?
This Discovery is powered by the pick-of-the range 3.0-litre V6 turbodiesel engine that develops 190 kW and 600 Nm of torque. We mentioned before that the Disco 5 is significantly lighter than its predecessor (due to the extensive use of aluminium), but it remains a heavy vehicle – in fact, it tips the scales at over 2 tonnes. Still, the engine and transmission (a smooth 8-speed automatic) do a good job of propelling the large Landy swiftly and in a refined manner. It can get from 0 to 100 kph in under 9 seconds, should you be a late entrant into the morning school run.
Land Rover claims a combined cycle consumption figure of 7.8 L/100 km, which is significantly better than the 11.5 L/100 km claimed for the previously tested Si6 derivative. In the real world, and loaded with 6 adults and all their holiday paraphernalia, we achieved a consumption figure of 9.6 L/100 km, which is good for a vehicle of this size/nature. It is also worth noting that Land Rover claims a (braked) tow rating of 3 500 kg for this model and that an electrically deployed towbar was fitted to this test unit.
There's more good news… The HSE Td6's general ride comfort is pliant and refined – like its predecessor, the latest Discovery sort of wafts along with a soft ride and long-travel (air) suspension making it a very relaxing car to drive (and be transported in). It can, however, feel a bit top-heavy when you're in a hurry, but for most buyers, the emphasis on comfort over sporting dynamics will be a good thing.
What's not so good about it?
Standard spec/pricey options
It is possible to specify your Discovery with extensive rear-seat entertainment and comfort features, including 4-zone climate control and multiple connectivity options.
One of the possibe hurdles the current Discovery faces is the fact that its predecessor was, for many years, somewhat of a bargain in the local market. The Discovery's jump in price during the 2015/2016 period was probably a major contributing factor to its sales decline (even in Discovery 4 shape). There's not much Land Rover can do about the rand's foreign exchange weakness etc., sadly, but the result is that the current Discovery has probably moved beyond the reach of even some relatively recent Land Rover owners who face a difficult decision at trade-in time.
Our test unit is priced at R1 314 406 as standard, but with its various features fitted, including a Dynamic Exterior Pack, Capability Plus Pack and numerous other items, it would probably end at close to (or above) R1.5 million. By comparison, the Toyota Land Cruiser 200 4.5D-4D V8 VX-R costs just over R1.4 million (has few, if any, options) and its standard spec is similar (in some ways, more generous) than that of the Land Rover.
Ultimately, we think a combination of high starting price and complicated/numerous options is not helping the Disco 5's cause.
Pricing and Warranty
The Land Rover Discovery HSE Td6 sells for R1 314 406 (without options, November 2018), but our test unit featured a number of optional features and was probably priced closer to R1.5 million. The Disco is backed with a 3-year/100 000 km warranty and 5-year/100 000 km maintenance plan.
Verdict
The Discovery remains one of the best luxury adventure machines out there and could be the ultimate all-rounder.
In several ways, the Discovery remains one of the most desirable vehicles one can buy. The way in which it seamlessly blends being a deeply impressive off-roader with a level of Premium SUV luxuriousness remains arguably unequalled, even at the heady price.
As mentioned earlier, we think a number of factors are, however, hurting its sales at present. Firstly, its predecessor was, for many years, a veritable bargain considering its ability and (then) pricing. Secondly, in terms of design, the new Discovery has lost much of its predecessor's iconic (albeit quirky) appeal. Thirdly, perhaps the optional extras list needs to be streamlined and the standard specification revisited. And finally, there is the presence of the Land Cruiser 200 4.5D-4D V8 VX-R on Toyota's new vehicle price list. That particular vehicle has a reputation for unburstable reliability, whereas doubts may still linger about Land Rover's reputation, and those concerns are magnified at these price levels.
Overall, however, the Discovery HSE Td6 remains, in our view, one of the most complete cars on the market, whether you look at it from a family practicality, luxury, status, off-roader or long-distance cruiser point of view.
Interested in buying a new/used Land Rover Discovery?
Mitsubishi's Triton is a hard-to-fault double-cab bakkie offering. It combines great capability with a refined powertrain. The current Triton made landfall back in January 2017 and now a facelifted version has been revealed in Bangkok, Thailand, where it's produced at Mitsubishi's Laem Chabang Plant. It will go on sale in Thailand in November 2018 and will then eventually be rolled out to 150 countries worldwide in the months ahead, including South Africa. You can expect to see the latest Triton arrive in South Africa in March or April 2019.
Mitsubishi Motors CEO, Osamu Masuko, stated: “The new Mitsubishi L200 is one of our most important global strategic models. Its success will accelerate the momentum of the company’s sustainable growth. The new model brings enhancements to the durability, reliability and comfort developed over the 40 years since the introduction of the series. I am fully confident the new Mitsubishi L200 will meet the diverse needs and wishes of our customers around the world.”
What's changed?
A revised interior with a host of feature updates will make the Triton more competitive in the double-cab bakkie market.
The new Mitsubishi Triton double-cab bakkie looks fresh and modern and is unmistakably a Mitsubishi product. This facelifted Triton features a bolder face and an enhanced Super-Select 4WD system that improves traction and handling on all surfaces. An Easy-Select 4WD system is also offered which makes it easy switch between modes depending on the terrain. Both systems make use of a new Off-Road mode offering settings for Gravel, Mud/Snow, Sand and Rock. Hill Descent Control will also help the driver to safely navigate steep or slippery descents.
Mitsubishi has also beefed up the Triton's safety with driver assistance systems such as Forward Collision Mitigation, Blind Spot Warning, Rear Cross Traffic Alert, Ultrasonic Misacceleration Mitigation System and a Multi Around Monitor with parking sensors. Mitsubishi has also improved ride comfort with larger rear dampers and the latest Triton's braking performance has been improved with larger front discs and callipers.
The interior has been updated too to reflect a more modern design and now features soft-touch materials and stitching on the floor console, armrests and parking brake.
The Triton will be powered by the familiar 2.4-litre turbodiesel engine with 133 kW and 430 Nm of torque but will now make use of a 6-speed automatic transmission which replaces the previous 5-speed automatic shifter.
We will keep you updated as soon as local pricing and specification details become available.
The modern car has become a state-of-the-art digital sound symposium capable of putting concert halls to shame. Here are 6 of the most spectacular installations…
There was a time when tapedecks were state-of-the-art when it came to in-car audio. In fact, some of you may even remember the anti-theft pull-out units that revolutionised the female handbag market in the eighties… This eventually gave way to the CD front-loader and who can forget the shuttle drive – remember those things? You’d have to pre-load your CDs (usually in a hub located in the boot) and wait an eternity for your head-unit to select a track let alone the correct album. Thankfully those days are over – well for some at least – and we have technology to thank for the amazing strides made in terms of delivering the all-encompassing sound experience of the modern car.
Nowadays, it’s sometimes better listening to your favourite album on the way to work than it is attending a live music concert, such is the clarity and texture of these systems. These developments are largely a result of collaborative efforts between car makers and sound engineers to tailor and develop bespoke systems based on exclusively developed cabin architectures.
1. Harman Kardon and BMW
Known around the world for its premium audio and refined design characteristics, Harman Kardon has a long-standing partnership with BMW when it comes to the acoustic arts. The BMW 3 Series is available with 16-speaker Harman Kardon Sound System. Yes sir, 16 speakers! The sound system comprises seven 26 mm tweeters, two 8-inch subwoofers, seven 4-inch midrange speakers and a 600w 9-channel amplifier – the result of which makes for the most incredibly detailed and crisp surround sound systems in the premium midsize car segment. Visually, each speaker is finished in a brushed-aluminium-look veneer cover with matching Harman Kardon emblems. It might be one of the cheapest options around but at R11 400 it’s worth its price in watts.
2. Mark Levinson and Lexus
Mark Levinson and Lexus have collaborated on some of the most impressive in-car audio systems of recent memory. Levinson systems are designed to replicate the sound of a concert hall and naturally have clarity levels of an unprecedented nature. The Lexus ES 300H SE features a Mark Levinson Premium Surround Sound system that utilises 17 speakers. The 835 W bouquet was developed exclusively for the ES, taking into account such parameters as materials, negative space and NVH compliance. The result is very close to the best surround sound system in its class delivering an experience that borders on quasi-religious.
3. Burmester and Porsche
The catchphrase on the Burmester website is quite amusing: “The sound from Weissach is being enhanced from Berlin.” We’re not talking about the incredibly detailed engine soundtrack here but rather the Panamera’s entertainment system. While the granular soundtrack of the Panamera is always going to cause a rubbernecking frenzy from onlookers, the masters at Burmester have managed to engineer an in-car surround sound system that’s equally as capable of turning heads. A 21-speaker, 1 455 W sound system takes responsibility for the decibel disruption complete with a Sound Conditioner that provides a dynamic sound adjustment to the prevailing vehicle noise levels.
4. Naim and Bentley
Naim is to audio what Bentley is to the world of motoring – a uniquely British icon famed for its premium and bespoke hand-made products. Since 2008 these 2 enterprises have been collaborating on some of the most incredibly impressive projects by harmonising car design with audio excellence. And the result is other-worldly. Each Naim in-car sound system has been tailored to work exclusively with each car to ensure the best acoustics. Featuring heavily across Bentley's entire range the 'Naim for Bentley' set-up comes as standard fitment on its first SUV, the Bentayga, which uses 20-speakers driven by a 1 950 W, 21-channel amplifier. The speaker configuration includes a 300 W subwoofer, and a couple of super tweeters to extend high frequencies.
5. Bang & Olufsen and Audi
After a brief alliance with Bose, Audi decided to ramp things up in terms of premiumness by joining forces with Danish firm Bang & Olufsen at the turn of the century with the second-generation Audi A8. It’s featured in every A8 since and has become the sound staple for the entire model portfolio as a result. The current Audi A8 can be optioned with the all-new 3D ‘Advanced Sound System’. Boasting 23 speakers, 23 channels of amplification and 1 920 W of power, the new arrangement of height speakers as well as a new version of the Fraunhofer Symphoria algorithm helps create three-dimensional audio effects. The cost? R93 810. Gulp.
6. Bowers & Wilkins and Volvo
Just a few years ago, the thought of driving a Volvo wasn’t very high up on the lists of car lovers but that all changed when Volvo introduced its new design philosophy on the XC90 and S90. You’d expect the ultra-premium S90 to come standard with something like a Bowers & Wilkins system but it will cost you an extra R80 000 to get the noise to match the poise. Pricey, yes, but worth it not just in terms of the entire experience but the aesthetic merit of the system too. Most of the tweeter and mid-range speaker panels come finished in stainless steel and the contrasting yellow speaker cones are just about visible through the mesh, it’s a spectacular-looking system. The 19-speaker system is powered by a 12-channel 1 400 W amplifier which operates seamlessly with the Sensus Connect infotainment system.
New Renault Megane RS Lux: Does the new 4-wheel steering really work?
Renault's hot hatch game is strong but their products don't seem to have the traction or cult following in the South African market compared to say the overly-popular Golf GTI or highly-regarded Honda Civic Type R.
With the latest generation Megane RS, Renault has seemingly gone all out to attract the attention of the hot hatch crowd. The all-new exterior design is dramatic and certainly turns heads. The interior has that boy-racer feel and its 1.8-litre turbo motor produces 205 kW.
But in this video we set out to test a brand new feature on the Megane, a feature unique in this segment: 4-wheel steer. Watch as Ernest Page takes to the track to find out if the 4-wheel steer actually works.
