Ford Fiesta 1.0T Titanium Automatic (2018) Review

The new Ford Fiesta has finally made it to South Africa – not only does it look more attractive, but its interior represents a significant improvement over that of its predecessor. We recently tested the range-topping 1.0T Titanium automatic derivative to find out if this new Fiesta lives up to the hype… and whether you should consider buying it.

We Like: Styling, SYNC3 infotainment, lots of standard features, ride and handling, warranty and service plan, good overall value

We Don’t Like: Disappointing transmission, rear passenger space and practicality could be better, middle-of-the-road interior quality

A refined design and hugely improved interior will please Fiesta fans.

Alternatives

The archrival: Consider the Volkswagen Polo 1.0TSI Highline automatic, priced at R302 200. The new Polo is an excellent product and this derivative offers 85 kW and 200 Nm from its turbocharged 1.0-litre petrol engine. However, it’s not as generously specced as the Fiesta and its warranty and service plan are not as comprehensive either. Tick optional extras carefully.
French value: For R40 700 less, you can hop into the Renault Clio 88 kW Turbo GT-Line priced at R269 900, which offers 88 kW and 205 Nm of torque from its 1.2-litre turbopetrol engine. It too comes generously specced with most of the features offered in the Fiesta. If your budget can’t stretch beyond R300k (but you still want good value for money), then the Clio is a worth a look.
Japanese class: Consider the Mazda2 1.5 Individual Plus auto priced from R292 000. It lacks the outright punch offered by its turbocharged rivals, but outputs are still decent at 82 kW and 145 Nm developed by its naturally-aspirated engine. The Mazda’s cabin is both modern and well-built with a generous amount of standard specification including leather seats, which makes it a good value proposition. However, its load bay is smaller than the Fiesta’s (280 litres).

Compare the Ford Fiesta 1.0T Titanium auto with the VW Polo 1.0TSI Highline auto and Renault Clio 88 kW Turbo GT-Line

What is it?

The new Fiesta's styling, inside and out, is a significant improvement over the previous model.

The Fiesta is a (B-segment) compact hatchback that has proven popular with buyers in South Africa over the years and the latest version, with its larger dimensions and refined styling, aims to shake up the segment where it competes with notable rivals such as the new Volkswagen Polo, Renault Clio, Mazda2, Opel Corsa, Kia Rio, Hyundai i20, to name but a few.

While it still rides on the proven, but now stiffer, chassis of the previous generation, Ford has gone to great lengths to enhance the Fiesta’s fun-factor while also improving refinement, in-car technology and safety.

On test here is the range-topping Fiesta 1.0 Titanium automatic in metallic Blue Wave body colour and this derivative comes equipped with features such as automatic elongated headlights with LED daytime running lights, 17-inch alloy wheels shod with Michelin Pilot Sport4 rubber and a wide grille that’s finished in chrome to differentiate it from its lesser derivatives. This Fiesta is, in our opinion, the neatest-looking Fiesta to date…

How does it fare in terms of…

Performance and refinement?

While the Fiesta's overall performance is adequate, it lacks fizz in automatic guise.

In automatic guise, the Fiesta 1.0T Titanium's 1.0-litre 3-cylinder turbopetrol engine delivers 74 kW and 170 Nm of torque (the manual Fiesta Titanium offers peak power of 92 kW). It’s front-wheel-driven and makes use of a new 6-speed automatic transmission.

While the Fiesta is refined and delivers adequate performance, its quirks come to the fore when you drive it more spiritedly. We found the Ford performed best when driven with a measured approach, as the engine becomes noticeably strained when driven with more fervour. The throttle pedal is very responsive – but perhaps too responsive – because the 1.0T Titanium has a tendency to lurch if you don't apply smooth inputs.

The automatic transmission was not as smooth or as responsive as we would have hoped.

Many will enjoy the convenience of the automatic transmission, but its shifts were not as smooth and seamless as we had hoped. In fact, when in sports mode, it didn’t feel entirely sure which gear it wanted to be in. There are steering wheel paddles, with which you can use to manually shift gears, but because the transmission is quite slow to respond to inputs, it was simply better to let the transmission change gears on its own.

In terms of shove, the Fiesta has enough to comfortably execute quicker overtaking manoeuvres and it accelerates to the highway speed limit with very little fuss. For the most part then, the Fiesta automatic offers average performance, but it’s not as fun to drive as we expected it would be.

The Fiesta has an encouraging claimed fuel consumption figure of 5.2 L/100 km, but it proved to be much thirstier during our test with a real-world average of 9.2 L/100 km, a figure that we could probably improve upon with more effort.

Ride and handling?

The Fiesta offers entertaining handling ability and its ride quality is excellent.

The Fiesta positively shines in terms of ride and handling, however! It remains admirably composed on the road and delivers an excellent ride quality that is both comfortable/forgiving on varying surfaces without ever feeling floaty or ponderous. What's more, noise, vibration and harshness (NVH) has improved significantly: the cabin is noticeably quieter while driving, something that both the driver and passengers will appreciate.

The Fiesta’s handling is a major highlight. With its stiffer chassis, planted underpinnings, sporty tyres and well-weighted and communicative steering, the Ford can be committed to corners with confidence. It feels agile and exhibits impressive front-end grip as it bites into a corner. In fact, Ford says that cornering grip has increased by 10% in this new Fiesta. In terms of handling then, the Fiesta delivers on its fun-to-drive promise…

Practicality?

Taller passengers will find rear leg- and headroom to be a bit of a squeeze.

The Fiesta is average in terms of practicality. Its luggage bay has a claimed capacity of 303 litres, is wider than before and reasonably deep, with the 60:40 split rear seatback offering flexibility when you need to haul bulkier items. With the rear seats folded down, there is 984 litres of utility space.

Ford says that rear passengers are afforded 16 mm more knee room, but we found it to be quite tight when we conducted the standard sit-behind-yourself test. Taller adults will, therefore, struggle to get comfortable in the back, but it must be added the seats are reasonably soft and supportive.

In terms of in-car storage space, the new Fiesta now has an enlarged glovebox, as well as a 1.0-litre central storage bin that doubles up as an armrest for the driver, which is very nice. The door mouldings have space for small bottles and there is a pair of drinks holders for the driver and front passenger. There’s also ample space ahead of the gear lever to store your phone and other oddments.

Interior and features?

This Fiesta is packed with standard features and the 8-inch Sync3 infotainment system is a highlight.

The interior design of the Fiesta is a significant improvement over the previous version and it will appeal to youthful buyers especially. The multi-function steering wheel is well-sized and wrapped in plush leather and the column is adjustable for rake as well as reach. However, elsewhere, the interior offers a mixed bag of materials of varying tactile quality and although the build quality is generally good, it’s not class-leading. As a result, the Fiesta’s interior is middling. It’s not cut-price in any way, but it’s not all-out premium either and we don’t think it will age particularly well.

Nonetheless, this Fiesta’s value proposition is significantly strengthened when you delve into its extensive standard features list, which is notably generous. It comes crammed with standard features such as an easy to read (and use) "floating" 8-inch touchscreen infotainment system, with SYNC3, Bluetooth, voice control, navigation and App Connect. There’s also 2 USB ports, cruise control, climate control air conditioning, rear park distance control and heated seats. It’s also worth noting that automatic headlights and rain-sensing windscreen wipers are standard on the Fiesta.

Interior quality is a mixed bag and we found the instrument cluster to be a bit bland-looking in this range-topping Fiesta.

Safety specification is comprehensive too and a total of 6 airbags, ABS with EBD, brake assist, electronic stability control with traction control, hill launch assist and ISOFIX child seat mounts are standard.

If it’s ultimate value for money you seek, then the Fiesta makes a strong case for itself.

Pricing and Warranty

The Ford Fiesta 1.0T Titanium automatic is priced at R310 600 and is sold with a 4-year/120 000 km warranty and a 4-year/60 000 km service plan.

Buy a new or used Ford Fiesta on Cars.co.za

Verdict

The Fiesta automatic has its flaws, but it still offers good value if you can afford its price tag.

There is much to like about this new Fiesta, which is arguably the strongest rival to the top-selling Volkswagen Polo. Not only does it look good in the metal, we anticipate many buyers will find its "all-inclusive standard features list" difficult to resist. We found the newcomer's handling ability and ride quality particularly impressive; the Blue Oval's compact hatchback will adequately serve as a stylish and relatively practical daily runabout.

However, although it does a lot well, it’s not a perfect package. The somewhat erratic-shifting automatic transmission is perhaps the 1.0T Titanium's most disappointing feature and we feel that it ultimately detracts from the fun-to-drive, dynamic aspect of the Fiesta. After all, what’s the point of providing excellent handling when the transmission can’t adequately exploit the engine’s potential? For this reason, we can only hope that the manual Fiesta will be more entertaining to drive and we look forward to testing it soon…

Interested in buying a new/used Ford Fiesta?

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Classic Drive: Mercedes-Benz 220 D “La Pick-Up”

Mercedes-Benz brought its classic 220 D pick-up to the launch of the X350D in Slovenia and, surprisingly, allowed us to take it for a drive. So we did…

Through the years Mercedes-Benz has toyed with the concept of a pick-up a number of times. If you take into account some of the Sprinter variants or even the 6×6 version of the G-Class, you could argue that the X-Class is in fact not the first “bakkie” to wear the Three-Pointed Star. But arguably it was the Argentinian Mercedes-Benz distributor that made the first serious attempt at a Mercedes bakkie in the ’70s with this, the so-called “La Pick-Up”.

Recently Mercedes-Benz has brought a restored version of the W115-based La Pick-Up, of which around 6 000 were build using CKD kits, to X-Class events to build a sense of “heritage” around its new Amarok-rival. It did so too for our recent visit to Llubljana in Slovenia to drive the X350d and this time round, journalists were allowed to take it for a short spin. Happily, we got lost, so my drive was a bit longer…

A little background

The W115-based La Pick-Up was offered in single- and double-cab body styles.

In the early ’70s it was not allowed to import pick-ups or cars into Argentina, but it was permitted to build them using CKD (completely knocked down) kits. And so the local distributor imported CKD kits of the sturdy W115 sedan from Germany and converted them to pick-ups at the González Catán facility. It is said that around 6 000 of them were built (in single- and double-cab body styles) from 1972 to 1976 and somehow this particular example found its way back to Germany where it was used for hard work on the railways. When Mercedes-Benz found it in recent years, it was apparently close “to its end”, but a complete in-house restoration has brought back to life.

On the road

The cabin is pure W115, and even featured a 4-speed automatic transmission and a radio.

It is clear that this restoration was a no-expense spared one… the La Pick-Up’s body is blemish free and the doors shut with a very solid thud. It’s also very clean and neat inside… there is no trace of its history as a workhorse for Stuttgart’s SSB railway company. My first challenge, however, was to find a comfortable driving position. I’m 1.8m tall and with the chair pushed all the way back, I still felt a little cramped. Nevertheless, the La Pick-Up appears surprisingly luxurious at first glance. It even has an automatic gearbox! And you thought self-shifting bakkies were a new thing…

Fire up the ancient 2.2L diesel engine (21:1 compression) and you get the type of oil-burning clatter we haven’t heard for years. But… and this came as a rather big surprise… the engine is creamy smooth and torquey, feeling stronger than its 65 horsepower (just shy of 50kW) and around 125Nm of torque suggests. Still, when I looked down at the gearshifter and noticed an “S” I joked with my Mercedes chaperone that I was going to put it into “Sport” mode. Without cracking a smile he simply insisted… “No, no… this is not a race car!” The “S” mode simply locks it into the first 2 gears.

With less than 50kW and 125Nm of torque, the emphasis is on toughness and smoothness, rather than performance.

Dynamically the La Pick-Up also impresses. Like most older cars that were set up for comfort, rather than Nurburgring track times, the La Pick-Up irons out road humps and corrugations, and there’s not a hint of a rattle from the facia. The only aspect that requires constant attention from the driver (and this will be familiar to any classic car owners) is a slight tendancy to “wander”…

Slovenia is an achingly beautiful country, and as we headed out into the countryside, I couldn’t help but smile as its famous Alpine peaks reflected on the gleaming orange curves of the La Pick-Up’s bonnet. Here I was driving a fantastically bright, orange 2-door Mercedes-Benz without an AMG badge in sight… and having lots of fun.

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Mercedes-Benz X350d 4Matic (2018) International Launch Review

The debate about whether the Mercedes-Benz X-Class can justify its premium price tag has intensified with the arrival of the new V6 flagship derivative. We travelled to beautiful Ljubljana, Slovenia, to drive the newcomer on a variety of surfaces. Will it set a benchmark for leisure double cabs when it arrives in South Africa in the 1st quarter of 2019?

I think it's fair to say that reviews of Mercedes-Benz's much-hyped first foray into the double-cab bakkie segment have been lukewarm. While its brand appeal, refinement and interior "ambience" are undoubted showroom successes, pricing, cabin ergonomics and rear passenger space are rather large bugbears. The arrival of an even-pricier V6 version is unlikely to resolve any of those problems, yet our experience in Slovenia suggests that the flagship X-Class offers notable improvements in other areas of the package, ones that may yet make the X350d the pick of the litter.

Under the bonnet

The X350d gets a Mercedes-Benz engine, a 3.0-litre turbodiesel V6 that pumps out 190kW/550Nm.

Well, as the name indicates, the new range-topper is powered by a turbocharged 3.0-litre V6 engine. But besides the higher peak outputs, it's also important to keep in mind that unlike the 4-cylinder unit used in the X250d, this V6 is not borrowed from Nissan, but is a Benz engine, and similar to the unit used in the GLE SUV. It pumps out 190 kW and 550 Nm of torque, the latter figure spread across a rev band of 1 400 to 3 200 rpm. These figures compare well with the upcoming 190 kW version of the Amarok V6, but the X-Class' deadliest rival does have more torque (580 kW).

Still, the extra shove that this new engine produces addresses one of the more minor issues we had with the X250d… In the smaller-engined X-Class, the extra weight that Mercedes-Benz added to the vehicle's underpinnings in its (successful) efforts to improve the bakkie's overall refinement and structural strength, the 4-cylinder engine's performance can, at times, feel underwhelming. Comparatively, the X350d feels stronger on the road than its 100 Nm advantage over the most powerful X250d suggests. Suffice to say it certainly feels far less troubled by sharp inclines.

The tow rating may be the same as the X250d's, but the new V6-engined flagship should be far more comfortable in this role.

Interestingly, both the 4- and 6-cylinder X-Class derivatives have the same tow ratings (3.5 tonnes), but I'd definitely far prefer using the V6 for heavy-duty towing. Acceleration times and top speeds shouldn't matter much with bakkies, but nevertheless it's worth mentioning that the X350d can sprint to 100 kph in 7.5 sec and achieve a 205-kph top speed. Mercedes-Benz claims a combined fuel consumption figure of 9.0 L/100 km.

SUV-like drive characteristics

So, given the extra muscle (courtesy of a genuine Mercedes-Benz engine) and the exceptional refinement the X350d offers, the German marque is off to a good start in its attempts to justify what is likely to be a close-to-R1 million price tag for the new flagship X-Class. And, it gets better still…

Steering wheel-mounted shift paddles are standard fitment on the X350d, but you're unlikely to frequently need them.

The engine is mated with Mercedes's 7G-Tronic Plus automatic transmission and, unlike the X250d, features 4Matic permanent all-wheel drive as standard. In its standard mode, the system channels 60% of torque to the rear wheels, but it will shift the percentage allocated to the respective axles as circumstances/conditions demand. A low-range transfer case is fitted (with 4MAT, 4H and 4L modes) and a rear differential lock is offered as an option.

As standard, the X350d also comes with Dynamic Select, which allows the driver to select distinct driving modes to suit his (or her) preference. This kind of system is not often found on pick-ups, and allows the driver to select from 5 modes; Sport, Eco, Off-Road, Comfort and Manual. Oh, and there are even 'shift paddles behind the steering wheel, should you want a more hands-on feel and shift gears manually.

In terms of ride quality, handling and refinement, the X250d is already an impressive machine, but this X350d's extra grunt, combined with the smoothness of its transmission, as well as the more SUV-like drivetrain set-up, elevates it to a level that we've come to expect from Mercedes-Benz. It puts in a far more impressive showing, full stop.

Behind the wheel

The X-Class fascia remains attractive to look at, but there are some major ergonomic flaws.

As we headed out onto the narrow Slovenian roads and aimed for the mountains and some gravel surfaces, a few things became apparent. Perhaps the first few X-Classes we encountered had rough edges, because, subjectively speaking, the fit and finish of the X350d appeared improved. It remains a visually appealing cabin, with many of the interfaces obviously borrowed from other Mercedes-Benz products – not a bad thing. In terms of material quality it remains a mixed bag, with some of the touch surfaces being up to Mercedes-Benz's usual standards and others… well, not.

Sadly, given the vehicle's price and the Mercedes-Benz badge on the nose, there are some… rather major… flaws, too. Firstly, the ergonomics are poor. The ventilation controls are mounted too low (in front of the gear lever), the steering wheel is only adjustable for rake and there's nowhere to put anything. The drinks holders in the centre console are small, and the storage box between the seats is puny. And yet, there's so much wasted space – the area above the HVAC (climate system) controls is empty and in front of the passenger there's another vast expanse of plastic.

With up to 222-mm of ground clearance, 600 mm wading depth and up to 100% "gradeability" the X-Class puts in an impressive showing off-road.

In the rear, the legroom is average, but those seated in front are unlikely to complain – those Benz chairs are superb. We spent a significant amount of time on the road and driver (or front passenger) comfort levels are impressively high. Of course, the pliant ride quality furthers the X350d's cause: the 5-link rear axle and significantly fettled front-end (compared with the Navara), endow the X-Class with arguably class-leading ride/handling.

The hardest an X-Class is ever likely to work, besides towing the odd boat or horsebox, is to carry some leisure activity "stuff" on the back. And with a payload rating of 965kg, you can carry quite a lot of those…

Safety and Tech

360-degree surround view is particularly helpful in off-roading conditions.

Although South African specification and final pricing have not yet been announced, we fully expect to see Progressive and Power trim packages to be offered, with the latter the more high-end option. A fairly comprehensive list of option boxes remain available to be ticked, whichever derivative you end up choosing, but standard safety specification is very good. Seven airbags are fitted, and Active Brake Assist, Traffic Sign Assist and Active Lane Keeping Assist are included. There's also ESP trailer stabilisation, a tyre pressure monitoring system, cruise control and LED headlamps. If you want a better view of your surroundings (particularly when parking or off-roading), there are rear-view cameras or even full 360-degree camera packages as options. On the comfort side of things, both derivatives feature keyless go and dual-zone Thermotronic air-conditioning as standard (at least they do in Europe).

Verdict

Visually, there's not much to distinguish the X350d from lesser X-Class models.

Mercedes-Benz expects the double-cab pick-up market to grow by about 800 000 units during the next decade. Plus, as these vehicles become increasingly sophisticated and car-like, they're likely to find further favour with private – as opposed to commercial – users.

This X350d appears to be a better fit at the top end of the market, than where the cheaper X250d sits (lower down) in the price list. To be frank, the X350d's characteristics are more in line with what consumers expect from a pick-up bearing the 3-Pointed Star on the nose – it further ups the refinement ante, now has the muscle to cope with its added heft and, in terms of features and drivetrain tech, makes the strongest case yet as a valid SUV alternative. It still has its flaws (the major ones are inherent to its cabin architecture), but the X350d is plainly the best-balanced Benz bakkie.

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Looking to buy a new / used Mercedes-Benz X-Class?

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New-Look Suzuki Celerio (2018) Specs & Price

Suzuki has given its award-winning Celerio budget hatchback a visual update and buyers will be happy to know that pricing remains the same, starting from R136 900.

The Suzuki Celerio was the 2016/17 Budget Car champion of the Cars.co.za Consumer Awards – powered by WesBank and the model has now received an update with enhanced exterior and interior styling.

What’s changed?

From the outside, the Celerio features a fresh front-end design with a redesigned bumper and a more pronounced blacked-out grille with a large Suzuki emblem taking pride of place. The design of the fog lights has also been reworked to blend with the headlights and shoulder line of the vehicle. A garnish strip is now seen at the rear to highlight the car’s width while the Celerio’s wheel covers have also been redesigned.

A subtle styling update gives the Celerio a refined look.

The top-spec GL derivative is differentiated with colour-coded side mirrors, door handles and chrome accents on the grille.

As for the interior, the dashboard now features a two-tone design with a lighter-coloured lower section which is also mimicked by the new upholstery which now features lighter patterned seat in-lays.

Standard features

The Celerio is offered in GA or GL specification. Both derivatives feature power steering, air conditioning with pollen filter, vanity mirrors, a security cover and shopping bag hook in the luggage area and a 12V accessory socket as standard.

New seat upholstery lifts the interior ambience with a youthful design.

GL specification adds a Bluetooth-enabled audio system with phone integration and USB port as well as front and rear electric windows, remote central door locking, alarm system, tilt adjustment for the multi-functional steering wheel and electrically adjustable rear side mirrors.

The instrument cluster now features a tachometer and outside temperature gauge. Cloth inserts in the doors, a 60/40 split foldable rear bench seat and a day/night rear-view mirror is now also included in the GL specification level.

Engine power

The same, proven 1.0-litre, 3-cylinder petrol engine powers the Celerio and it offers 55 kW and 90 Nm of torque. It is offered with either a 5-speed manual transmission or a 5-speed automated manual transmission (AMT).

The Celerio returns low fuel consumption figures and Suzuki claims 4.6 L/100km for the automatic version, while the manual carries a claimed figure of 4.7 L/100km.

Suzuki Celerio – Price in SA

Celerio 1.0 GA – R136 900

Celerio 1.0 GL – R153 900

Celerio 1.0 GL AMT – R168 900

The Celerio is sold with a promotional 5-year/200 000 km warranty and GL models come with a 2-year/60 000 km service plan.

Buy a new or used Suzuki Celerio on Cars.co.za

Audi Q8 (2018) International Launch Review

In creating the new Q8, Audi not only caps off its SUV family with a worthy range-topping model, but offers a different approach to BMW and Mercedes-Benz's coupe-inspired premium SUVs. The Q8 forgoes the dramatic sloping rooflines of the X6 and GLE Coupe in favour of a conventional – but still handsome – package that prioritises luxury over outright performance. Dave Humphreys headed to the Atacama Desert in Chile to sample the newcomer.

The new Audi Q8 cruises into the upper end of the SUV market with a sharp looking exterior design and comes dripping with technology. A mild hybrid system helps fuel economy, while the blown diesel engine delivers enough shove to keep this sharp-handling SUV engaging.

Audi Q8: Highlights

The Q8 builds on the conservative Q7 with a coupe-style roofline and 21- or 22-inch wheels.

As striking as the Atacama Desert in Chile is, even its spectacular scenery couldn’t take away from the design of the new Audi Q8. Succeeding the Q7 at the top of the company’s SUV pile (which now has very few gaps left in it), the Q8 makes up for the seven-seater’s somewhat bland looks. It might not have a coupe roofline like a BMW X6, but frameless doors, a very distinctive nose and nods to historical Audi models make for a more interesting package.

Not only is the Q8 lower than the Q7, but it’s also shorter in length and it’s wider. It’s anything but small though – its size is more noticeable when you see it parked next to something smaller like an Audi Q3. An 8-sided grille is the new face of the Audi SUV family and, depending on your specification choices, can give the car a more dramatic appearance – or less if that’s more to your taste.

The boot is admittedly smaller than the Q7 and the Q8 only comes as a 5-seater.

The Q8 wears 21-inch wheels without them looking oversized for the car. They fill the blistered arches that add to its beefy image, but are also a nod to the original Audi Ur-Quattro. The influence of that iconic car doesn’t end there, as around the back, the lights are joined by a black section that is another hat tip. The rear hatch lifts electrically to reveal 605 litres of boot space (over 250 litres less than the Q7), with the ability to expand to 1 755 litres.

Interior details

Just like the Audi A8, the Q8 has a dashboard that is almost entirely devoid of physical buttons. The 12.3-inch Virtual Cockpit digital instrument cluster is by now a familiar sight in Audi cars, and in the Q8 it gets some aesthetic updates. Better still is the dual screen setup of the centre console, comprising of a 10.1- and 8.6-inch stacked arrangement. The lack of physical buttons for some frequently used items is distracting at first, but the climate control adjustments in the lower screen use haptic feedback to make it easier to use without looking away from the road.

Interior is updated to host the new two-tier centre touchscreen system that debuted on the A8. It works excellently.

Very mild hybrid

Audi is keen to tout its mild hybrid system in the Q8, but it’s important to note that it doesn’t propel the vehicle, instead allowing for extended engine-off moments on the move – up to 40 seconds at motorway cruising speeds. In urban settings and in dense traffic the shutoff – and subsequent restart – of the engine are smoother and quieter than in previous systems.

The 210 kW motor lays on power smoothly and when driven without a great sense of urgency allows you to ride a consistent wave of torque without ever feeling that the 6-cylinder is having to work all that hard. Not even the higher altitude of our test drive had any noticeable impact on performance, although Audi did recommend switching to the Sport mode to maximise responses to driver inputs.

The new 8-sided grille, here in a dark black tint gives the Q8 more presence than the rest of Audi's Q cars.

All Q8s feature the latest 8-speed automatic transmission and the onboard Drive Select function to choose the most suitable setup for the terrain. That mild hybrid powertrain system should help to take the edge off fuel consumption over longer journeys, but the exact details of how much the six-cylinder motor drinks are pending final homologation under the new WLTP protocol (the new fuel consumption standardised test).

If you’re feeling more adventurous and want to hit the trails, the air suspension can lift the Q8 by 90 millimetres for added ground clearance. In more extreme cases the transmission can punt up to 85% of drive to the rear axle or 70% to the front, but for the majority of driving it sticks to a 40:60 front-to-rear split.

For the most part, the ride is compliant, although a drive in a car featuring the Sport version of the air suspension revealed a firmer ride irrespective of the chosen drive setting. Despite that, road noise and other exterior distractions are kept well at bay by the well-insulated cabin.

The new Q8 still has built-in quattro and with air suspension can raise 90 mm if off-roading is required.

Navigating narrower city streets is made easier with optional all-wheel steering. At slower speeds the rears turn up to five degrees counter to the fronts, reducing the turning circle and adding agility. When the speed builds up, the rear wheels work in phase with the fronts to provide more stable turning, like when changing lanes at higher speeds. Audi’s engineers have brought a better sense of feel to the steering of the Q8, something that has been lacking in its other SUV models.

Buyers also get their fair share of driver assistance and safety systems in the Q8, though there has been little mention of when we’ll see the autonomous technology that has already been previewed in the A8 saloon. All the functional systems are present, like parking assist and a neat trailer function that makes reversing incredibly simple.

Final thoughts

The LED strip that runs through the rear of the Q8 is a hat-tip to the legendary Ur-Quattro.

The timing of the Q8’s launch couldn’t come at a better time for Audi, with most of its closest rivals now well into their current model cycles, making this seem very fresh-faced. Not only does its design stand out, but buyers will be able to tailor very different looks to suit their tastes, which should give the Q8 broader appeal in the segment.

The driving experience is what we would have expected, with enough engagement to appeal to keener drivers, though there’s certainly room for more potent versions to come. Overall, it is a car that is not lacking in refinement, nor does it leave you wanting for much more.

Indicative pricing isn't yet available as Audi South Africa readies to launch the new Q8 before the end of 2018. Expect it to land at around the R1.3 million mark, matching the BMW X6 xDrive40d and Mercedes-Benz GLE350d Coupe…

New McLaren 600 LT: Faster track-focused model announced

McLaren has taken the covers off a new model. It's called the McLaren 600LT and it's one very quick track-focused machine. Here are the details.

Mclaren is calling the new 600LT, "the fastest, most powerful and most track-focused road legal Sports Series McLaren." The LT stands for Longtail, an iconic name for McLaren and this new 600LT will be only the 4th model in more than 20 years. The original was the McLaren F1 GTR Longtail – lauded as one of the finest race cars ever.

This new McLaren 600LT is built for high performance on racetracks. Based on the 570S Coupe, the 600LT is 74 mm longer, features an extended front splitter, lengthened rear diffuser and fixed rear wing. It has been on a diet too and has shed 96 kg. The aerodynamics have been reworked and there are unique top-exit exhausts, giving it a very special look. There's carbon fibre everywhere inside and out, and you can go to town with McLaren Special Operations (MSO) goodies to make it even lighter. The cabin is minimalist and features carbon fibre racing seats and lightweight Alcantara touches.

Under the engine bay lurks a twin-turbocharged 3.8-litre V8 engine which features an uprated cooling system and reworked exhaust system. Compared to the 570S upon its based, power is rated at 441 kW and 620 Nm, and thanks to its weight of 1 247 kg, it promises breathtaking acceleration. The 570S can only offer up 419 kW and 600 Nm. Claimed times are not given, but we'll be surprised if it doesn't go under 3 seconds to 100 kph.

The suspension and handling have been improved and there are forged aluminium double-wishbone suspension and lightweight brakes, track-focused Pirelli P Zero Trofeo R tyres, quicker steering; sharpened responses from the throttle and brake pedals; significantly firmer engine mounts and much louder exhausts.

Production of the new McLaren 600LT will be limited and it kicks off in October 2018. It is priced from £185,500 with taxes (UK) and given South Africa's love for the brand, we wouldn't be surprised to see a few examples make their way here.

McLaren 600LT Video

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BMW M5 (2018) Review

The all-new, all-wheel-drive BMW M5 is here. We conducted a comprehensive test of the 441 kW 'bahnstormer, including a sparring session with its Mercedes-AMG rival, to reach our verdict on the latest iteration of BMW's super saloon… As it becomes increasingly sophisticated, can it still deliver performances worthy of its iconic nameplate?

We like: Ballistic acceleration, all-wheel-drive grip, superb handling, easy to drive in whichever mode it's in, loaded with tech.

We don’t like: Needs a meatier exhaust note (bring on the M5 Competition!), understated looks.

Alternatives

The other ballistic Teuton: The Mercedes-AMG E63 is the key nemesis of the BMW M5. It features a more exciting cabin and we'd say it has a better-sounding exhaust too. It too boasts awe-inspiring all-wheel-drive performance capability.
How about a Porsche: The Panamera Turbo has come along in leaps and bounds. In its latest incarnation, it offers enough prestige to sway BMW and Mercedes-AMG customers, but the Turbo isn't as fast as its countrymen… and it's significantly more expensive.
A station wagon? The Audi RS6 Avant is still available for sale in South Africa and despite an all-new A6 being launched internationally, this model continues to endear itself to its fans. It's raucous and fast, but, as a wagon-only model, its appeal is limited.
Sedan too boring? What about an SUV? The SUV market is on fire at the moment and performance versions are proving popular. Take your pick from the BMW X5 M, Mercedes-AMG GLE 63 S, Jeep Cherokee SRT8 and Range Rover Sport SVR… all of which offer forced-induction V8 performance in combination with all-wheel drive.

Compare the specs of the BMW M5, Mercedes-AMG E63 S and Audi RS6 here

What is it?

The new BMW M5 is here and the key change is the adoption of all-wheel drive

As each successive BMW M5 comes to fruition, the "tweed-capped purist" must feel as if another part of their soul has been chipped away. You see, the BMW M way of life has typically followed this recipe: rear-wheel drive, a rev-happy naturally-aspirated motor and a manual 'box. In fact, many would say the last iconic BMW M5 was the 5.0-litre V8-engined E39, an absolute peach of a machine far greater than the sum of its parts.

The E60 version was a defining moment for the M5 family as it featured an F1-inspired 5.0-litre V10 engine, but it received a black mark against its name due to its SMG transmission. The North American market was fortunate enough to get a manual derivative, but the rest of us were stuck with the SMG single-clutch semi-automatic transmission. It wasn't the smoothest at slower speeds, often resulting in jerky progress. This also marked the start of the user-defined era as you could switch from already-potent 294 kW (400 hp) to the ballistic 373 kW (500 hp) at the touch of a button.

The F10 marked another new chapter in M5 lore as it introduced turbocharging into the mix. Some lamented the loss of the naturally-aspirated V10 with its glorious soundtrack, but in reality, the turbocharged V8 engine was a lot more flexible. You could access all that power quicker and it was devastatingly fast, both from a standstill and in terms of in-gear shove. Again, the North American market was the only one to get a manual gearbox as the rest of the world would make do with the improved 7-speed dual-clutch transmission. One major criticism of the car was the turbochargers neutered the soundtrack of the quad exhausts, something that wasn't quite rectified with the Competition and Pure Metal special editions.

And this brings us to the F90. The headline for the 2018 BMW M5 is the introduction of all-wheel drive and a conventional 8-speed (non-dual clutch) transmission. The official line from Frank van Meel, the boss of BMW M GmbH, is: “Thanks to M xDrive, the new M5 can be piloted with the familiar blend of sportiness and unerring accuracy both on the race track and out on the open road, while also delighting drivers with its significantly enhanced directional stability and controllability right up to the limits of performance when driving in adverse conditions such as in the wet or snow.”

In simple (non-corporate) language, that's to say you can have a great time driving the new BMW M5 quickly without the residual fear that it will ever "bite your head off". In other words, it's unlikely to catch you out as it approaches its adhesion limits. For purists, all-wheel drive is best reserved for Audi RS models, but for the rest of us, who want to feel confident enough to drive the new BMW M5 spiritedly in most conditions, this is brilliant news. Interesting trivia: Van Meel used to work at Audi Sport, so if there's anyone qualified to develop all-wheel-drive super saloon vehicles, it's him.

Snapper Rocks Blue is one of the best colours for the new BMW M5, but aficionados may prefer one of the more characteristic M colours.

Mechanically, this all-wheel-drive system is not just a piece of tech nicked from the BMW X family. The M-specific all-wheel-drive system (M xDrive) has been developed purely for the BMW M5 and the best part is you can disable the front axle and make it a pure rear-wheel drive vehicle. Note, however, that this mode requires stability control to be completely disabled so you had better have your wits about you. On the other side of the coin, indulgent burnouts and graceful sideways drifts are just a stab of the right foot away. We've experienced this briefly and… it's addictive.

But for all of its sideways smokey craziness, we still need to evaluate the new BMW analytically and determine whether it's worth your attention.

How does it fare in terms of…

Space and practicality?

The seats are sporty and supportive, and rear legroom is fair. New M5 is both fast and practical.

The 7th-generation of BMW 5 Series is slightly longer and wider than before, but thanks to the extensive use of aluminium in the body panels, underpinnings and suspension have resulted in a car that’s lighter than its predecessor, which bodes well for improved performance, handling and efficiency. All of which is impressive, considering the additional weight added by the M xDrive mechanical components. And, lest we forget, there are many of the technological highlights of the BMW 7 Series that are now available in the 5 Series, several of which feature in the new M5.

For those who value practicality, the F90-generation M5 can still perform family sedan duties with aplomb. Rear legroom is fair for adult occupants, the boot is more than capable of swallowing 2 sets of golf clubs and there's ample headroom for everyone, except perhaps a Springbok lock forward. The seating position is generally good, although the driver is perched a little higher than expected. The M multifunctional front seats offer multiple avenues of adjustment, considerable lateral support… and there's an illuminated M logo in each of the headrests – which is a great touch.

Kerb appeal?

Even with its optional 20-inch alloys and Snapper Rocks Blue paint, we wish the new M5 had more presence

Our BMW M5 test unit came with a striking Snapper Rocks Blue finish, which is one of the finest colours to emerge from the BMW paint factory. Colour aside, you have to look closely for the telltale signs that you're staring at a 441 kW Bavarian 'bahnstormer. Sure, the big wheels are a giveaway, but the test unit's pretty 20-inch items are an extra-cost option. The carbon fibre roof, M-specific wing mirrors and subtle badges suggest that you're looking at something that's not a run-of-the-mill 5 Series. If you remove the vibrant paint scheme (opt for a more traditional white or silver), however, you're going to really battle to tell the car apart from something like an M sport-kitted 540i. Still, the two badges (in the grille and on the boot lid) do most of the talking. In fact, the one at the rear is bold, which is perfect: it's what most other road users will see as the M5 blasts past them…

Interior features?

Customise to your heart's delight: Suspension in Comfort, Engine in Sport, Steering in the mid setting and Exhaust active was our preferred combination of settings.

Being the flagship model in the 5 Series family means you get an awful lot of interior features as standard, but you can opt for some extra-cost options, some of which are certainly worth looking into, such as the uprated ceramic brakes, for example. BMW ConnectedDrive, Apple Carplay, satellite navigation with real-time traffic, a wireless charging pad, adaptive headlights, 4-zone climate control, infotainment with gesture control, 360-degree parking camera and tyre pressure monitors are just some of the features that come standard in the new BMW M5.

In terms of options, consider the M carbon ceramic brakes (R128 200), the semi-autonomous driving tech (R20 900 + R24 800), heated and ventilated seats (R9 800), front-seat massage function (R14 400) and perhaps the uprated Bowers & Wilkins surround sound system (R42 600).

Performance & Handling?

You can disable the all-wheel drive and switch to rear-wheel drive only, but you'll have no stability control. If you know what you're doing and not using a public road, magnificent drifts are possible. This image was shot at Killarney Raceway.

Now let's get down to business: what the M5 is like to drive. With the critical switch to all-wheel drive, a new transmission and a revised engine, the new BMW M5 was never going to be slow. Better yet, all-wheel drive doesn't just give the new M5 an incremental increase in pace, but rather a massive one, so much so that in a straight-line sprint, the previous generation would be resoundingly trounced. Let's examine the numbers in detail.

Power comes from a revised version of the 4.4-litre twin-turbocharged V8 mated with a conventional auto transmission. Outputs of 441 kW and 750 Nm may not sound dramatically higher than those of the previous generation (412 kW and 680 Nm), but thanks to the all-wheel drive, acceleration is much more savage. The claimed 0-100 kph sprint time is now down to 3.4 seconds, almost a full second quicker than the previous version.

Unlike some launch control systems, which hold the car dead still as the revs build, the M5's setup sees the Bimmer squirm uneasily as it attempts to control the rampant horses in its engine bay. When you release the brakes, there's a moment's pause before the electronics work in unison to sling forth 1 850 kg of BMW M5 with explosive force. The feeling is surreal; if you've never experienced it before, your body will have to deal with being mashed down in your seat. Is this what fighter pilots experience each time the steam catapult on an aircraft carrier fires their jets into the sky?

The two red buttons unlock the BMW M5's potential. We used M2 with discretion, because it was programmed to disables stability control.

So, we've discovered the Bimmer is brutally fast, but it is so much more than a straight-line charger. Thanks to an assortment of selectable settings, the car can be configured to suit a driver's mood, plus there are 2 red switches on the steering wheel that instantly maximise the car's potential.

Given the breadth of its engine's abilities, the vast majority of vehicles in the M5's path can easily be overtaken in Comfort mode. However, if you extend your left thumb and press the red M1 switch – one seemingly reserved for supercar hunting – the M5 goes into its most aggressive setting, with the engine at its most responsive, suspension optimised for ultimate sportiness/dynamism and steering weighting at its heaviest. M2 button does all of this too, but turns off the traction control – not something we'd recommend unless you're headed to the relative safety of a race track.

If the road lends itself to testing the super saloon's handling prowess, the near-2-tonne Bimmer reacts decisively, provided the course isn't too tight (in that scenario, the M5 can feel every one of its kilograms; you may find yourself stomping the brake pedal incessantly). Although the jury's still out on the somewhat insular feel of the steering, the M5 turns in promptly and crisply. It's deceptively agile for a large car with admirable body control. Hamfisted manoeuvres in the old car would have had you sliding and fighting to keep it under control, but that wild rear-end is all gone… When you power out of a corner, the all-wheel drive, combined with a more linear power delivery, facilitates amazing traction and exit speeds.

Stopping power is immense too, by the way, but we'll ascribe that to the optional M carbon ceramic brakes – well worth looking into if you want to drive your BMW M5 enthusiastically for extended periods, when normal brakes may show signs of fading. Interestingly, both the M1 and M2 buttons are completely programmable so you could set M1 up for the most comfortable and docile settings and M2 for everything at its most expressive.

Ride and comfort?

Despite riding on the optional 20-inch alloy tyre, ride comfort is surprisingly good and we're impressed by the build quality

There's something mature about this generation of BMW M5. Sure, it can be absolutely devastating in its most aggressive mode, but its relaxed, docile nature (when you're not swatting everything aside this side of a Porsche 911 Turbo) is something we appreciate. See, while we all dream of driving to work on a de-restricted autobahn or an abandoned alpine pass, the reality is that you'll spend the overwhelming majority of your time drudging through traffic jams. This is where the car's 5-Series platform comes to play and comfort/ease of use is highly sought-after. The steering weight can be adjusted and at its lightest setting, rotating the tiller with one finger is entirely possible. You can even switch off the active exhaust, to avoid disturbing the neighbours. Cheekily, the default setting is active exhaust ON, which makes for grin-inducing cold morning starts.

The BMW M5 is quite happy to trundle in traffic at 60 kph with its semi-autonomous technology taking care of the following distance and making minuscule corrections to the steering to keep the vehicle within its lanes. The driver, at this point, doesn't actually have to do much but relax in comfort, thanks to those lovely front sports seats. With those raging horses safely tethered and the car's demeanour at its calmest, the M5 feels like a normal executive sedan, one that you could easily use to transport your family to its holiday destination. You'd only get a whiff of its capabilities when you overtake vehicles on the open road and even in its most docile setting, it's scary how easily the M5 drifts over the national speed limit.

We're glad to see this feature available, but be careful as there is no safety net!

Pricing and Warranty

The BMW M5 is available in two flavours: normal M5 and M5 First Edition. BMW says the South African consignment of M5 First Editions is sold out, but we'd bet that if you looked hard enough, one would turn up. There's also a faster and more agile M5 Competition model that will land in SA before the end of the year. The vehicle comes with a 2-year/unlimited kilometre warranty and a 5-year/100 000 km maintenance plan.

BMW M5 xDrive R1 762 807

Verdict

It's a new chapter for the BMW M5 and we're happy to embrace its all-wheel-drive tech, which offers more performance as well as provides a cosseting safety net.

While some will lament the adoption of all-wheel-drive in the BMW M5, the harsh reality is that the car is better for it. Its (considerable) performance envelope is far more accessible, the car is more manageable on the limit and critically, is safer when conditions change (few were brave enough to hustle the previous-generation rear-wheel-drive M5 in heavy rain, for example). The switch to all-wheel drive has also done the unthinkable: it's put Audi's RS division in a very awkward position. With all respect to M versions of BMW X models, the performance all-wheel-drive setup in the M5 is so multi-faceted it begs the question why generations of quattro-equipped RS Audis have felt less-than-engaging to drive? Of course, you can have a blast from the past and engage rear-wheel-drive for proper sideways tyre-shredding action, provided you can afford multiple sets of fresh rubber.

The battle between day-to-day comfort, technology and efficiency on the one hand, and living true to the ethos of the M5 on the other, will continue to rage on, but if this F90 is anything to go by, it appears that BMW will be able to satisfy both camps. It's exquisite to drive at full tilt when the road is clear, yet you'll be perfectly ensconced when commuting to work on a cold Monday morning. Our only gripe? We just wish it could be a tad louder.

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108 Years of Alfa Romeo: Ten of its greatest (Gallery)

The iconic but often troubled Alfa Romeo brand turned 108 years old this week. To celebrate, let's have a look at ten of its most memorable. What's yours? Let us know!

Very much like Porsche, which celebrated its 70th anniversary recently, the famous Italian marque's history is rich with motorsport successes. In compiling this list, I've again focused on its road cars, but admit that at times the line is somewhat blurred when it comes to Alfa Romeo… So, what you'll find here are some of the brand's most famous cars, as well as those that have only recently started receiving the attention they deserve.

Alfa Romeo 33 Stradale

The Alfa Romeo 33 Stradale – a very rare '60s sports car.

My list kicks off with the 33 Stradale, simply for no other reason than it being – in my humble view – a piece of art… sculpture even. No ranking of the world's most beautiful cars would be complete without it. Still, there are other reasons… The Stradale was essentially a roadgoing version of the successful Tipo 33 sports prototype racers and featured a mid-mounted and highly tuned 2.0L V8 that pushed out around 170kW, giving the very compact 33 Stradale a top speed of 260kph. It certainly has pedigree.

At the time of its launch in 1968 it was the most expensive car on the market and only 18 were ever made. This makes the 33 Stradale incredibly desirable and valuable these days, with estimates being around the $10 million mark. They are hardly ever traded.

Alfa Romeo Giulia/Giulietta Sprint Speciale

Strikingly effective aerodynamics for a car born in the '50s, Sprint Speciale boasts beautifully liquid lines.

First shown in prototype form in 1957, the Giulietta Sprint Speciale was initially built with FIA homologation in mind, and as such the first cars featured significant use of aluminium. Later mainstream production cars featured slightly revised styling and less of a focus on weight reduction, but still the zesty twin-cam 1.3L engine under the bonnet was strong enough to propel the SS's slippery shape to 200kph! The Giulietta SS boasted a drag coefficient figure of 0.28, not equalled by a production car until decades later.

Alfa Romeo upgraded the SS in 1963 by fitting a 1.6L engine and also changed the name to Giulia.

Alfa Romeo Giulia Sprint GTA

One of the great driver's cars of its era, the Giulia Sprint GTA's values have grown rapidly.

Again essentially developed for racing, the GTA was built for homologation purposes (Group 2 Touring category) and set up by Autodelta. Based on he Giulia Sprint GT, the "A" added to the nomenclature stands for "Alleggerita", which means "lighter". And it was much lighter indeed! With much of the steel in the car replaced with Peralumen 25 (an aluminium alloy), and other weight reduction measures applied, the GTA was around 200kg lighter than the car it was based on. This, combined with the revvy 1.6L twin-cam engine, gave the GTA thrilling performance and made it a dominant racer.

Alfa Romeo Montreal

Stunning Bertone-styled Montreal featured a 2.6L V8.

In the greater scheme of things the Montreal was neither a commercial success (3925 built from 1970 to 1977), nor did it introduce anything particularly new. It was largely based on the underpinnings of the Giulia GTV coupe and its engine was closely related to the 2.0L V8 used in the 33 Stradale, but with an increased capacity to 2.6 litres. The '70s fuel crisis arguably hit the Montreal's chances of success hard, and it cost more than a Jaguar E-Type or Porsche 911. However, it makes this list simply because of its gorgeous Bertone-penned bodywork, and because we can only imagine what that V8 sounded like when revved to 7 000rpm…

Alfa Romeo 2900 B

Beautiful but once again with a significant dose of racing in its DNA – the 8C 2900 B.

Alfa Romeo's straight-8 cylinder engine, again the work of Vittorio Jano, powered the brand to victory in numerous races in the '30s and also featured in the world's first genuine single-seater Grand Prix racing car, the Monoposto P3, from 1934. The 2.9L version of the engine used in the car above featured 2 Roots-type superchargers but was detuned for on-road use. Nevertheless, the 8C was one of the fastest and most stylish cars of its era and these days fetches obscene amounts of money on auction.

Alfa Romeo Spider 1600 "Duetto"

Probably one of the most recognisable Alfa Romeos to non-Alfisti, the famous Spider had a long and successful model life.

Alfa Romeo replaced the gorgeous Giulietta Spider with this, the famous Spider 1600 "Duetto" in 1966. It ended up having a very long model life (1966 to 1993) though received numerous facelifts and upgrades. The most beautiful version, however, remains the original boat-tail model penned by the great Battista Pininfarina (his last work). The car was propelled to world fame by the movie The Graduate, starring Dustin Hoffman and Anne Bancroft. In the movie the Spider symbolized the "Made in Italy" concept, and it remains a powerful image of its land of origin to this day. More than 120 000 Spiders were produced in its nearly 30-year model life.

Alfa Romeo GTV6 3.0

A South African special, the GTV6 3.0 was, at the time, the fastest production car on local soil.

Now let's look at something homegrown and rather special, the legendary GTV6 3.0. A uniquely South African development, the GTV6 3.0 was born with the single purpose of winning on local racetracks where it competed against BMW in Group One racing. It was built in very limited numbers (just over 200). Powered by a 3.0L V6 even before Italy offered such an engine, the GTV6 3.0 had enough grunt to achieve a top speed of over 220kph and to blast to 100kph in around 8.3 seconds. These days it's a rare collectable.

Alfa Romeo 6C Mille Miglia

The '30s 6C cars were developed to be more affordable alternatives to the 8C.

Yes, in the greater scheme of things the first-generation 6C cars also deserve a spot on this list. In fact, the first run of '30s 6C cars still used the chassis of its illustrious predecessor, but just look at the flamboyance and style of this Touring-bodied "B" chassis car. It was developed by the legendary Vittorio Jano as a more affordable alternative to Alfa's flagship 8C, and featured a brand new 2.3L 6-cylinder engine. The emphasis was on comfort and style, but the 6C 2300 also did well in the races, including at the 1937 Mille Miglia.

Alfa Romeo 156 GTA

In the late '90s the critically acclaimed 156 provided a glimmer of hope for Alfa Romeo.

There have been several cars in the past 3 decades that have been tasked with "saving" Alfa Romeo (the latest Guilia and Stelvio are also examples), and the 156, launched in the late '90s, was just such a vehicle. It simply had to succeed, and happily it was one that Alfa Romeo smashed out the park. It won the European Car of the Year title the year after its launch, and had (by Alfa's standards) a long and commercially successful model life.

The high point of the 156's development was of course the GTA, powered by the glorious Bussone 3.2L V6 engine. As far as "modern" Alfa Romeos go, it doesn't get much better than the 156 GTA, seeing as it managed to combine everything that made the brand so desirable, a stunning engine, enthralling drive and gorgeous looks courtesy of none other than Walter de Silva.

Alfa Romeo Giulietta

The Giulietta was Alfa Romeo's first successful small car.

Introduced in 1954, the Giulietta was Alfa Romeo's first commercially successful foray into the small car category. It was introduced first as the 2+2 Sprint Coupe (pictured above), powered by a 1300cc engine, and the sedan followed a year later. The Sprint, by the way, was designed by none other than Franco Scaglione of Bertone and was actually produced by the coachbuilder for Alfa Romeo. Nearly 180 000 Giuliettas (all body types) were produced in its 11 year model cycle.

You may also be interested in;

Alfa Romeo outlines future plans

Behind the badge: Alfa Romeo

Porsche at 70: Ten of its greatest (gallery)

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Explained: Warranty vs Service Plan vs Maintenance Plan

If you are interested in buying a car that is new (or nearly new), there is a good chance that it will be covered by a warranty (of some kind) and possibly a service plan or maintenance plan (or balance thereof). These protect owners against unforeseen failures (and associated repair costs), but there are subtle differences between them.

A few years ago, motor management product company MotorHappy conducted a survey in which they discovered that 85% of South African motorists rate their understanding of their vehicles' after-sales plans as 2 out of 10 (one being defined as no understanding and ten being highly understood). It's staggering to think that out of 900 motorists, 50% didn’t know which plans their cars had or were unsure of what kind of after-sales support those aforementioned plans provided. And that statistic applies across the spectrum: it is not limited to gender, province or race.

With that in mind, it is clear that we need to familiarise ourselves with what it is we are signing up for.

What is a warranty?

Charl Grobler, manager of marketing and product planning at Suzuki South Africa, describes a warranty in an easy-to-understand way. He says: “A warranty is a manufacturer’s promise that the machine they’re selling you won’t give you problems, and they’ll cover it if it does…in other words, it is the manufacturer’s stamp of approval.”

In order to preserve your car's warranty, all repair, service and maintenance work must be carried out by franchised dealer workshops.

Before we discuss this topic further, note that virtually every vehicle is sold from new with a warranty that allows its owner to claim against the vehicle's manufacturer for failures or malfunctions that occur (during normal, general use) within a certain period or mileage limit (if something breaks unexpectedly, the dealer's workshop must repair it at no cost). The warranties only remain valid if vehicles are serviced or repaired by franchised dealers (those officially authorised to sell/maintain a brand's products) to prescribed specifications at preset time/mileage intervals.

Most manufacturers offer general warranties (that cover every aspect of the car, usually bar its tyres and sometimes friction material that can wear down prematurely due to hard use, such as brake pads and clutch components. However, some stipulate warranties for the body and paintwork separately (usually limited by a time period) and some, but not many, distinguish between plans that cover general failures and mechanical ones.

Here's an example. Hyundai was the first manufacturer in South Africa to offer a warranty as long as 7 years or 200 000 km, which of course appeals to many customers. But does it actually cover everything you expect? Well, Hyundai says that, in the engine, items such as the timing chain, cylinder block, head gasket, cylinder head and crankcase, to name a few, are covered. The turbocharger, water pump, flywheel and engine mountings also fall under the warranty, while the pressure plate and the torque converter are also covered in the manual and automatic gearboxes.

Warranties cover you against mechanical failures within a preset mileage/time period, unless they occur as a result of abuse.

Several other components in the transmission are also covered by the warranty, including the transfer case, universal joint, prop shaft, axle shafts, constant velocity joints and front and rear differentials. Front and rear hub bearings are also on the list of parts that enjoy the 7-year warranty cover.

However, steering components including the steering pump, suspension parts, all braking components, the exhaust system and electrical parts such as alternators and starter motors are covered by the general 5-year/150 000 km warranty, as is any other component of the car that could break or malfunction during the period. In other words, the last 2 years or 50 000 km of Hyundai’s big offer covers "major" mechanical failures only.

Lastly, note that warranties do not cover normal wear and tear, environmental damage (such as dents, dings, stone chips to the paintwork and cracked windscreens), damage due to natural disasters or hail, fire, damages that occur due to negligence, accidents or collisions.

Understanding the difference between minor and major services will take the stress out of budgeting for future vehicle maintenance.

What is a service plan?

A service plan covers all the costs involved with the regular servicing of your car as stipulated by the manufacturer. As Grobler explains: “A service plan pays for your car’s services – the labour and standard parts.” In other words, it covers the cost of all services done either annually or at a certain mileage for a particular period (the length of the plans depend on respective manufacturers and, often, the price class of the vehicle).

MotorHappy states that a common misperception is that a service plan is completely comprehensive. “If there is a ‘clink’ or a ‘tuk-tuk-tuk’ coming from your car, chances are that it’s not included in your service plan… if it occurs once the vehicle's (previously explained) warranty has already expired, then you will have to pay the bill for repairing the problem out of your own back pocket.”

The items that need to be replaced at the time of servicing has been determined by your manufacturer in order to keep your car running optimally. It includes items such as spark plugs, air filters, oil etc. Bear in mind that some things, such as brake pads, V-belts, brake linings etc are excluded from a service plan. According to Dealer Relations Manager at Motorite, Warren Fryer, items generally not covered by a service plan include:

Internal and external trim, bodywork and paint due to normal wear and tear.
All glass, tyres, wheels, wheel alignment, accessories, electrical wiring components.
Additional maintenance that may be required as a result of the vehicle being operated in severe or unusual conditions.
Additional maintenance that may be required as a result of:
- Accident, damage, abuse or misuse or consequential damage as a result of such an action.
- Failure to use the vehicle in accordance with the instruction contained within the vehicle service book.
- Failure to ensure that the vehicle is properly, regularly and punctually serviced in accordance with the instruction and recommendation specified by the manufacturer.

In conclusion, remember that the key to keeping a service plan valid is the same as for a warranty: an approved dealer must work on your car and parts must be manufacturer-approved. If you do not adhere to these obligations, the manufacturer will void the service plan and the warranty.

Want to make sure your vehicle will be simple to sell on one day? Uphold a comprehensive service record and ensure scheduled maintenance is carried out to the letter.

What is a maintenance plan?

This is far more comprehensive than a service plan. It covers the labour and parts costs of servicing a vehicle, yes, but also the replacement of items damaged or worn out through wear and tear. Such things include brake pads, wiper blades, globes and fuses etc. It also covers such mechanical items such as the exhaust system, the engine, the clutch, gearbox and electrical components, but not tyres, alignment or windscreens.

Many luxury vehicles come standard with 4- to 6-year maintenance plans, but if you're thinking about buying such a car second-hand, always check whether your prospective purchase's plan is still valid (and for how long it will remain so), because that cost is built into the vehicle's retail price.

Many manufacturers also provide the option to upgrade a service plan to a maintenance plan – at extra cost. But do you really need it? Well, it depends on how long you intend to keep the car and "its initial cost – an expensive car will have more expensive parts, and a maintenance plan is a good bet in that scenario," says Grobler. "Most cars have their really big service at 90 000 km – that’s when things start to fail. If you’re planning on selling your car before it hits the 90 000-km mark, you probably won’t need a maintenance plan.”

Fryer, on the other hand, suggests: “If a vehicle already has an underlying warranty and service plan, and your budget allows, you may want to consider upgrading to a maintenance plan, which ensures that most expenses in terms of mechanical breakage, service costs and wear and tear costs would be covered within the duration of the plan.” As ever, upgrade costs are based on duration/mileage and usually charged in lump sums.

Buying/maintaining an older car does not need to be financial roulette, provided you take steps to contend with potential major breakdowns.

What is an extended warranty?

Not all of us can afford to buy a new or nearly new vehicle, but if your budget limits you to buying a car with a warranty that is about to expire, that does not necessarily mean you'll have to start worrying about costly mechanical failures the moment the plan is no longer valid. You could keep some money apart for vehicular eventualities, but some manufacturers and financial institutions allow you to extend your vehicle's warranty, service or maintenance plans. Much like purchasing insurance products, the extent of the bolt-on coverage depends on how much you're willing to spend.

The most general type of extended warranty is designed to kick in seamlessly once the manufacturer warranty has expired. It covers unexpected electrical and mechanical failures, but not service and maintenance work. Think of it this way: this is the kind of warranty that you want if you want to purchase cover against really-expensive-to-fix problems such as engine/gearbox failure (especially applicable to those buying older luxury cars). Bear in mind that there can be limitations (based on the car's model, age, mileage, service and maintenance history) so, as ever, do your homework.

What if you think that your car's existing warranty is insufficient? This is where a top-up/warranty gap cover comes in handy. It covers claims for things that do not fall under the standard warranty. Think of it as Gap-Cover in the medical-aid industry. MFC, a division of Nedbank, describes it as such: “Covers the gap between your major warranty claim amount, and the amount listed in "Claim Limits" section of your underlying Policy.”

Sources: SuzukiAuto, RMI, IOL, Motorhappy, IOL, mfc

Do you need a motor warranty? Fill in your details here and enquire.

Hyundai Kona (2018) International Launch Review

In October 2018, the Hyundai Kona will make a belated arrival in the already crowded South African compact family car/crossover segment. Sure, it’s good, but is that enough to be noticed in a game of automotive ‘Where’s Wally’? We sent UK correspondent Wayne Gorrett out for a quick test of the UK model to get an idea of what’s to come.

The Hyundai Kona is one of the more striking crossovers since the arrival of the Renault Captur a few years ago. Designed by Peter Schreyer, the man responsible for the Kia Stinger and the now-iconic Mk1 Audi TT, the i30-based Kona made its public debut as long ago as June 2017.

Hyundai Automotive SA has confirmed to Cars.co.za that when the Kona makes its local debut it will slot in between the Creta and the Tucson in the Korean importer’s local line-up. However, with derivatives in the Creta and Tucson ranges starting from R329 900 and R384 900 respectively, there is just a small R55 000 window in which to position the Kona to avoid clashing with its established stablemates. What are its prospects?

Exterior Styling

Plenty of black plastic cladding gives it that crossover look but it will only be available as a 2WD model in SA.

As appearances go, the Hyundai Kona stands out as it continues the current trend for dual lighting, with the LED daytime running lights sitting on top of the headlights. A roof-mounted rear spoiler complete with integrated third brake light, a pair of funky roof rails and extensive use of black lower body cladding all emphasise the robust, faux off-road look.

In the UK, the Kona is available in five neutral colours and four rather vivid colours, so your Kona can stand out even more. There are 3 contrasting roof colours and a selection of alloy wheels (ranging from 16- to 18-inch) is available.

The Interior

Although the Kona’s cabin layout and execution are not quite as “out there” as the exterior design, the newcomer manages to look pretty stylish inside. The use of colour-coded stitching on the steering wheel and seats and splashes of complementary body-coloured paint on the air vents, gear shifter and starter button surrounds, make it a little easier to forgive the cheap, shiny plastics swathed across the dashboard and door trims.

Not quite as exciting as the exterior but the insides appear to be well put together and ergonomically friendly.

If you’re expecting the lofty driving position you find in many crossovers, you will be disappointed. The driving position is still rather good, however, thanks to a good range of seat adjustment and a steering wheel that adjusts for both rake and reach.

Like most cars in this sector, the Kona is available with an infotainment touchscreen located in the middle of the upper dashboard and, if recent experience with Hyundai products in South Africa is anything to go by, local models will probably sport an aftermarket-sourced unit, with navigation optional. Hyundai Automotive South Africa sales and operations director Stanley Anderson says that the Executive specification of the Creta and Premium spec of the (current) Tucson provide a good indication of what standard features we should expect on the Kona, these include automatic air-con, multi-function steering wheel, leather trim, electrically-folding side mirrors, a reverse-view camera/rear PDC and probably cruise control.

Shoulder room in the Kona may best be described as snug, but overall the car provides a decent amount of space for a quartet of grown-ups and an almost flat floor and elevated seating means you won’t need to sit sideways.

Hyundai’s infotainment system incorporates both shortcut buttons and touchscreen accessibility.

Storage for one’s daily detritus is adequate and includes cup holders, front door pockets, a decent-sized glovebox and a secret cubby under the central armrest.

The luggage bay, at a claimed 361 litres, is a bit on the small side. If there’s only one or two of you, this shouldn’t be too much of a problem, as you’ll get most of your belongings safely stored under the cover. If you have small children, you should just about be able to fit in a baby buggy diagonally with a bit of space to spare. If you want to include the travel cot and a bundle of cuddly toys though, you’ll need to flip down one or both of the 60/40 split folding rear seatbacks to reveal 1 143 litres of cargo space, which is about average for its class.

Engines and Drivetrains

Hyundai Automotive SA has confirmed 2 derivatives for the local market. It will see the introduction of the brand’s first 1.0-litre, 3-cylinder turbopetrol engine. The second derivative is the tried and tested 2.0-litre naturally aspirated petrol, which will be exclusively available as an automatic. Both models are front-wheel-drive only.

Locally, a new 1.0-litre 3-pot and a 2.0-litre petrol will be the first models to arrive.

The diminutive 1.0-litre, turbocharged 3-cylinder unit offers 89 kW and a healthy 172 Nm of torque. Like many others in the current crop of 3-pot engines, it shows willing and is happy to keep up with quick flowing traffic. It tends to be a touch generous with the revs though when pushing on, with the resultant penalty in fuel consumption. It is paired only with the six-speed manual ‘box and 2WD.

Ride and Handling

The Hyundai Kona follows a familiar formula in this area of the market, delivering average performance and safe handling that isn’t intended to engage or entertain the driver. The result is a competent car – it doesn’t lean noticeably in corners and the steering has a decent sense of weight to it, but the Kona neither handles like a Mazda CX-3, nor soothes like a Renault Captur (when shod with its sportiest rim and tyre combo).

Handling appears to be safe but not exciting. NVH levels are excellent.

The 1.0-litre petrol comes with a 6-speed manual gearbox, which can feel a little clunky and the car understeers in a predictable manner when pushed hard through the twisty bits. While the Kona displays decent body control, the trade-off is a firm ride, while the vague-feeling steering does little to enhance the overall driving experience.

Better news is that the Kona is fairly quiet at motorway speeds, which is good, because the newcomer feels particularly adept at cruising and pootling around town, two things it was expressly designed for. As long as you don’t expect more, you shouldn’t be overly disappointed.

Safety and Reliability

The Hyundai Kona emerged from Euro NCAP’s rigorous crash-test regime with a creditable 5-star safety rating. Its adult occupant protection score of 87% narrowly beat its rating for child occupant protection, where it scored a solid 85%.

While these statistics mainly reflect the strength and design of the Kona’s structure, UK and EU models were rated highly for their standard safety equipment, too. It is hoped that South African buyers are afforded the same level of safety, although it remains to be seen if curtain airbags will be standard, Hyundai SA has at least confirmed that all models will have stability control, blind-spot monitoring and cross-traffic alert.

Stability control will be standard fare in the Kona, a solid step in the right direction for Hyundai SA.

The Hyundai Kona is an all-new car, making it impossible to give a definitive verdict on its reliability. However, the brand generally has a good reputation and positive experiences may be expected by owners. The very strong results attained in independent crash safety testing should inspire passenger confidence, too.

Summary

The Kona offers more visual appeal than the brand’s other cars, but delivers sensible competence across the board, rather than excellence in any one area. In terms of this author’s perspective of the UK market, the Kona’s place in the middle of the leaderboard is evident when you look what’s around it… other cars in the class trump or at least match the Kona for interior design, quality and versatility, economy and value-for-money.

Considering that the Kona is, by Hyundai Automotive SA’s own admission, not as ultimately practical as the wildly popular Creta, the importer doesn’t expect the stylish crossover to match its sibling’s sales figures. What is clear, however, is that the Kona will appeal to young upwardly mobile singles and dinks in a way that the Creta can’t. It certainly is a lot more fashionable than the conventional C-segment hatchback it is based on…

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