Be a better driver, for your sake and for those around you. Here are 5 ways to improve your driving during the holiday period…
Let's be honest, South Africans are terrible drivers. Not a day goes by without seeing a taxi blatantly stopping in the middle of the road, or someone chatting away on a cell phone while driving, or someone speeding across a red robot, or someone smashing a beer behind the wheel. The list of common daily driving offences goes on forever. The reality is that driving in South Africa is extremely dangerous and thousands of people die unnecessarily on South African roads every year. With the holiday season upon us, poor driving and an increase in accidents are likely.
Although there are many reasons for accidents occurring on our roads, more often than not, people are to blame. People and their wayward actions cause accidents and that's no accident. Speeding, drunk driving, lack of respect for the rules of the road or other road users and negligence are common causes of accidents in South Africa. All is not lost, the power lies with you and there is much you can do to become a better driver. With the holiday season upon us, we have compiled 5 simple ways to become a better driver and make the roads safer for yourself and those around you.
Five ways to become a better driver
1. Take an Advanced Driving Course
Advanced driving courses aren't just about track time and setting fast laps. Knowing how to handle your car in slippery conditions, the correct way to hold the steering wheel and what to do in a panic situation are all key outcomes of a good advanced driving course. Having the skills to deal with difficult situations that may arise will stand you in good stead should something ever arise requiring drastic action.
2. Avoid Distractions
When you get the behind the wheel to drive, focus on driving only. Eating, drinking, texting, changing music and controlling your kids in the backseat, amongst other things, are all distractions that can cost you your life and the lives of others. Make sure that you create a distraction-free environment before driving. Hook your phone up to the in-car Bluetooth so it doesn't distract you, if you don't have one rather pull off the road, please. Don't text and drive, if you get a message rather let a passenger deal with it or wait until your next stop. Read this to find out how to avoid distracted driving.
3. Be Patient
Being a patient driver can go a long way in ensuring your safety and the safety of others. Traffic congestion is a reality on South African roads and the sooner you accept it and adopt a patient approach to driving, the better driver you will be. Impatient drivers tend to make irrational decisions with potentially fatal consequences. Rather relax and enjoy the drive. Patience, after all, is a virtue.
4. Obey the Rules of the Road
You're not a hero, so don't try to be one. By obeying the rules of the road you ensure your safety and the safety of those around you. Always drive within the speed limit and maintain a safe following distance from the car ahead of you and remember to ALWAYS BUCKLE UP! Get back to basics and whatever you do, don't drink and drive, save that beer for when you get home.
5. Be a Courteous Driver
Don't deliberately hold other road users up, the more courteous you are on the road the less upset other drivers are and that decreases the chances of a road-rage breakout. Being cautious and alert while driving will make you a better driver. Always keep your eyes moving, check your mirrors often and be on the lookout for obstacles on the road. Adjust your speed according to the flow of traffic and always be aware of changing traffic situations up ahead.
Bonus Tip: Take your time
You're on holiday, so take your time to get you and your family to your destination safely. There's no rush! Plan ahead and rest often when driving long distances. Most of all, enjoy the journey!
BMW South Africa has a rich history of local motorsport-derived specials, with the 333i and 325iS being the most well-known. Almost forgotten is the 530 MLE, a car that deserves far greater recognition. Now BMW SA has unearthed car number 100, and it's due for a full restoration.
Having already restored examples of the 325iS and 333i – read our classic drive article here – BMW appears to have found a real needle in a haystack somewhere with the acquisition of an ultra-rare example of the legendary, and unique-to-SA, 530 MLE. Looking in a pretty sorry state at present, the iconic car will now be subjected to a full rebuild under the watchful eye of Luis Malhou of Custom Restorations.
Like many of BMW's local specials, the 530 MLE was born from motorsport. BMW SA wanted to go racing in the mid-70s but didn't have a suitable machine. Using the first-generation 5 Series (E12) as a base, they called upon the expertise of famous racer and Head of BMW Motorsport, Jochen Neerpasch. The end result were two 530 MLE cars ready to race in the Modified Production Series in South Africa, which it dominated by winning 3 championships on a trot.
But that's only half of the story. As per usual, a certain number of cars (100, to be precise) had to be sold to the public to gain entry to the track series. So, that's how the production 530 MLE was born, a limited edition "homologation" model for South Africa and increasingly regarded as a forerunner to BMW Germany's own M5. 110 units of the Type 1 530 MLE were produced in 1976, and 117 versions of the Type 2 rolled off the production line at BMW's Rosslyn plant in 1977. Not many survive…
The 6 cylinder engine was a factory tweaked version of the same motor found in the 3.0L, boasting power/torque figures of 147kW, 277Nm, a 208kph top speed and a 0-100kph sprint time of 9.3 seconds.
The restoration project
It looks very tragic right now, but BMW SA's resources and attention will see this MLE restored to near factory fresh.
After years of searching, BMW SA recently found one of the only BMW 530 MLEs known to have survived, and it's quite a special one at that. Car number 100 comes with a strong pedigree – it was owned by race driver and the racing 530 MLE’s team manager Peter Kaye-Eddie, and its engine and chassis numbers are a matching set.
Now, what is likely to be a lengthy restoration process will start with input from employees who assembled the original vehicles. Unique in the world, the Rosslyn-produced vehicles saw weight-reduction measures that included bodywork and pedals drilled by hand, manual windows with no air conditioning, and Mahle wheels.
You can follow #BMW530MLE on social media to see the progress of the restoration.
Endowed with dashing looks and generous standard spec, the new Hyundai Kona enters a crowded compact family car/crossover segment with a different set of talents to its popular Creta and Tucson siblings. Can it forge its own path among a horde of established rivals? We recently put the 1.0T Executive to the test to find some answers.
We Like: Bold styling, performance, ride and handling, standard features
We Don’t Like: Rear legroom could be better, a bit pricey
Armed with quirky styling and a perky turbocharged engine, the Kona 1.0T Executive has much to offer.
Who says a compact family car with a Hyundai badge on its nose has to favour practicality and value for money over standout style and sheer cool factor? Enter the Kona, a new compact crossover that sits snugly between the popular and practical Creta and the larger Tucson family car.
It’s not as spacious, nor as practical as its siblings, but it makes up for that with kerb appeal. Just look at it! Its quirky design will attract more youthful buyers who are in the market for a stylish urban runabout, which is not to say the Kona is not big enough for a couple to load up their luggage and head out of town on weekends. It’s a "busy" design, but in a segment where it’s easy to get lost in the crowd, the Kona stands out. While some of our testers found the Kona a bit awkward-looking, it has a distinct personality and that has to be appreciated. Decide for yourself if you like it…
The derivative on test here is the Kona 1.0T Executive manual in Pulse Red. Let’s see how it performs…
How does it fare in terms of…
Performance?
The Kona offers up decent performance in both city and highway driving situations.
The Kona is the first Hyundai model in South Africa to feature a turbocharged 1.0-litre 3-cylinder petrol engine and despite our initial reservations about this downsized motor, its performance was pleasantly surprising. The powerplant delivers peak outputs of 88 kW and 172 Nm of torque, which compares favourably with similarly-sized engines. Propulsion is directed to the front wheels via a 6-speed manual transmission.
This 3-pot is punchy enough for the Kona to keep up with urban traffic with ease. It's not tinny-sounding, more refined than we expected and the minimal intrusion of engine noise in the cabin leads us to proclaim this one of the better 3-cylinder turbo engines we've sampled of late.
The manual 'box shifts positively and directly, plus the gear ratios are well-spaced. The Kona also coped well in highway conditions with good tractability, even in 6th gear. Maximum punch can be achieved by gearing down, but the motor’s sweet spot is fortunately never far away.
In terms of fuel consumption, Hyundai claims that Kona owners should see average returns of 6.8 L/100 km (or thereabouts), but based on our experience (of course, it all depends on your driving style) you are likely to see returns figures closer to 8.5 L/100 km.
Ride and handling?
The Kona feels agile and nimble through the bends and its ride quality is comfortable and forgiving.
This particular Hyundai has an element of dynamism to it, believe it or not. The steering is slightly firmer than the norm for a product from the Seoul-based manufacturer, which gives the Kona driver a greater sense of driving engagement. Feedback is good and not only can the newcomer be whipped into a corner with confidence, but it also feels sprightly and light on its, um, 17-wheels and tyres. It’s nimble and enjoyable to drive.
Apart from marginal wind noise entering the cabin at highway speeds, the on-road refinement is good; the suspension does a commendable job of soaking up road imperfections and, as we found, remains well-composed on gravel too. It’s slightly more firmly-sprung than the Creta, but the ride quality is by no means skittish or bouncy. For its class, the Kona offers an admirable blend of ride comfort and handling.
Standard features?
The interior is neatly designed and comes with a host of useful features as standard.
Although perceived interior quality is good, dark and hard plastic trim dominates, which makes the interior durable, but a bit sombre. Red air vent- and gear lever boot surrounds (and similarly-coloured piping on the seats) break the monotony and add some verve to an otherwise dark cabin.
The seats (finished in artificial leather and cloth) are suitably comfortable; the fronts are manually adjustable, including height (for the driver). The rake-and-reach adjustable multifunction steering, meanwhile, has toggles for the audio system, Bluetooth, cruise control and multi-info display.
The 7-inch touchscreen infotainment system is easy to use and is both Apple CarPlay and Android Auto compatible.
A neat 7-inch touchscreen infotainment system stands proud of the fascia and not only is it easy to use, but features Apple CarPlay and Android Auto compatibility. Satellite navigation, however, is an extra-cost option (contact your local dealer for a quote). Rear park distance control and a reverse-view camera is standard fare, as are electric windows, air conditioning, and electrically folding mirrors.
In terms of safety features, the Kona comes well-equipped with 6 airbags, ABS with EBD, Brake Assist and importantly, Electronic Stability Control (ESC). ISOfix child seat mounts on the outer rear seats are also standard.
Practicality?
The load bay offers decent space which increases substantially with the rear seats folded flat.
While the Kona may not be as spacious as the Creta, it still offers a reasonable amount of space to store luggage. The load bay is said to offer 361 litres of capacity, which is larger than that of the Ford EcoSport and Mazda CX-3, for example.
The rear seatback splits 60:40 and can be folded down to create a flat floor, which aids the loading and transportation of unusually long or bulky objects. Additional storage space for smaller items can be found under the load bay floor, which is ideal to keep valuable items out of sight.
Taller rear passengers may find legroom a bit of a squeeze, but children and average-sized adults should be comfortably accommodated. A central armrest with 2 cupholders, bottle holders in the door mouldings and storage nets (on the plastic front seatbacks) provide extra storage space.
Up front, there are 2 cupholders, a small centre bin (to store oddments) and a dedicated smartphone storage space ahead of the gear lever, where a USB and auxiliary audio ports, a fast charging port and 12V socket are availed. Additional storage is provided in the glovebox and door mouldings.
Pricing and warranty
The Hyundai Kona 1.0T Executive is priced at R379 900 (December 2018) and is sold with a 5-year/150 000 km vehicle warranty, 7-year/200 000 km drivetrain warranty and a 5-year/90 000 km service plan.
The Kona is stylish, well equipped and it satisfying to drive, well, if you can afford it.
The Kona is perhaps the oddball in Hyundai’s crossover/SUV line-up and whereas traditional family car buyers will either turn to the Creta or the larger Tucson to fulfil their transportation needs, the Kona will appeal to a more discerning buyer who's looking for something refreshing that makes much more of a style statement. Yes, it’s not the most spacious crossover, but it’s not too compromised either – a young family might find the Kona to be the perfect fit. It may also suit a young couple looking for a stylish urban runabout that offers more space than an average hatchback.
The Kona 1.0T Executive is well-equipped with features and its performance is more than adequate for running errands around town, or the daily commute, while still being capable enough to cope with average gravel roads. In terms of pricing, the Kona is on the pricey end of the scale (if you match it up with cars such as the Ford EcoSport, Opel Crossland X and Renault Captur) but none of those is as stylish as the Hyundai.
What's more, the Kona makes a strong case for itself with a comprehensive warranty and a fair service plan. We think it’s definitely worth considering if you are in the market for a crossover with a bit of flair… there aren't that many of them!
Alternatives (click on the names for specification details)
The top-spec Ford EcoSport represents good value at its price point of R334 500. Its load bay is not as big as the Kona’s, but its turbocharged 1.0-litre engine offers similar outputs of 92 kW an 170 Nm of torque. The EcoSport is also well-equipped with standard features.
The Crossland X is not only more spacious than the Kona, but its turbocharged 1.2-litre petrol engine (81 kW/205 Nm) is punchier. It too is generously equipped with standard features and is priced at R370 867. The Crossland X’s styling is not as flamboyant as the Kona's, however.
If style matters to you, then the Mazda CX-3 is a good bet. It has a bigger, more powerful naturally-aspirated 2.0-litre engine that offers 115 kW and 206 Nm of torque with the convenience of an automatic transmission. Standard specification is good too and it is similarly priced to the Kona at R389 400. Its load bay, however, is comparatively tiny, at 264 litres.
BMW 3 Series (2019) International Launch Review (w/video)
Contrary to popular belief, the sports sedan is not dead. In fact, BMW says its 3 Series will remain the most important car in its lineup for the foreseeable future. This was the bold message from the Munich-based manufacturer, which rolled out the 7th-generation of its "3er" business class sedan in Portugal. How can the Bavarian marque be so confident? Ah… well, that's because the new 3 Series significantly shifts the goalposts in this cut-throat segment.
South Africans love the BMW 3 Series. Though we missed out on the first-generation (E21) car, it's a love affair that started with the E30 and is rooted in performance, motorsport success and, in general, a more youthful appeal than what its main rivals from Audi and Mercedes-Benz have ever been able to offer. This golden thread of dynamism and performance is something BMW is acutely aware of, and while the latest G20-generation car offers more on-board and autonomous tech than any of its current rivals, it is clear that when it came to defining the product direction of the new 3 Series, BMW wanted to ensure that the new car again put clean air between itself and its rivals in terms of its driving experience.
So, fret not… while the new 3 Series can reverse itself out of trouble, drive autonomously for longer distances than its siblings and even exchange pleasantries with you after a tough day at the office, BMW promises that the G20 remains a blast to drive. And that's why I find myself on the stunning, near-empty Algarve roads around Porches in Portugal; I need to figure out whether it's all just hot air…
Challenge 1: Best-in-class dynamics
This 330i M-Sport proved fun to drive on the near-empty Portuguese roads. Excellent body control, yet refined on rough surfaces.
Whereas it could be forgiven for focusing on technology, luxury and build quality (as its rivals do), BMW prioritised dynamism for the G20 and set lofty road-holding and on-road refinement targets from the outset, which significantly impacted decisions around the car's footprint. Consequently, it has grown in some key areas: the front and rear tracks are wider (by 43 mm and 21 mm) and the wheelbase longer (by 41 mm).
Of course, the Munich-based marque has made some savings too: the kerb weight is lower (by up to 55 kg) and so is the car's centre of gravity. The structure, meanwhile, is up to 50% stiffer than before (and the previous car was far from flimsy in that regard). Finally, it's worth pointing out that BMW has again achieved the desired 50/50 front to rear weight distribution. All of this sounds like a great base to work from, doesn't it?
But that's not all. There are essentially 3 distinct suspension set-ups available and, given the sportier pretensions of the newcomer, the standard comfort-oriented suspension should still deliver very crisp handling. The cars we drove in Portugal were equipped with the firmer, lower M-Sport set-up, but for those who want even more dynamic verve, adaptive damping will be optionally available (R11 400*).
Whether the latter will be necessary is difficult to say at this point, seeing as the standard, passive dampers are impressive in their own right. They feature hydraulic bump-stops and theoretically should allow for increased stiffness towards the end of their stroke. The pièce-de-résistance for the driving enthusiasts – those who like to let their Ultimate Driving Machines' rear-ends hang out, for example – is the optional electronically controlled limited-slip differential, which will be available on some of the pricier derivatives. According to our info, the latter will cost R19 500* in South Africa.
Precise steering and nice, thick-rimmed wheel make the 3 Series a pleasure to pilot.
BMW wheeled out the 2 derivatives that will be available in South Africa in March 2019: the 320d and 330i. I jump into the 320d first. Its 2.0-litre 4-cylinder turbodiesel engine has the same outputs as before (140 kW/400 Nm), but efficiency has been improved to meet new (and much tougher) emissions legislation. It's no slouch, either… coupled with an 8-speed automatic transmission it can get to 100 kph from a standstill in only 6.8 sec.
But I take it easy on my first run on the unfamiliar (and very curvy) Algarve roads. First impressions are good… the steering feels very precise and responsive and the car's body stays reassuringly flat under cornering. I'm also impressed by the refinement.
BMW says it went to great lengths to reduce interior noise levels in the G20; all 3 Series derivatives, for example, are fitted with special "acoustic" windscreens that minimise wind noise intrusion. You can even order similar-spec front side windows. I'm not sure whether my test unit had these optional windows, but I can vouch that the newcomer's cabin is comparatively, very quiet, even when the road surface deteriorates.
M-Sport package adds bigger wheels and a lower ride height. As was the case with the F30, the 3 Series looks best in this garb.
The 330i M-Sport is next. The 2.0-litre 4-cylinder turbopetrol produces slightly more power than its predecessor (190 kW/400 Nm) and is claimed to sprint from 0 to 100 kph in only 5.8 seconds. On my second run, I am relieved to find the roads that hug the Algarve quieter than when I sampled the 320d. That, combined with greater familiarity, allows me to drive the 330i significantly harder than its sibling.
And, the 330i responds beautifully to driver inputs. To me, the hallmarks of a great driver's car are responsiveness and control harmonisation. The latter is rarely achieved… I want a similar weighting/feel to the major controls (steering, brakes, throttle) and the new 3 Series seems to get very close to achieving this feat. Later, I ask the Driving Dynamics Project Manager Albert Maier why the steering in the 330i had more feel than in the 320d, thinking that there must be a spec difference. He suggests that it is down to tyres… And perhaps I just pushed a lot harder on the 2nd run…
At the time that this launch review goes live, there is nothing in this segment that can match the G20 3 Series for its ability to not only to be superbly agile in the corners, resist body roll and yet offer a satisfactory level of suppleness during everyday driving. Oh… and while purists will continue to lament the lack of a 6-cylinder engine underneath the 330i's bonnet, considerable acoustic tuning does give it a nice, throaty sound.
Challenge 2: More "evocative" design
With its long nose and rear-set cabin, the 3 Series retains the sporty persona of its predecessors. But the beauty is in the details.
Much as I imagine Porsche's designers will tell you at the birth of every new generation of 911, designing a new 3 Series is a major challenge. There is a lot of heritage that is valuable, yet there is also a lot of pressure to make more decisive steps than before. Design being a very subjective thing, I'm going to leave it up to you to decide (as you will, anyway) whether you like the look of the new 3 Series or not. I must caution you, however, that you may change your mind when you see it in the metal.
Believe it or not… this is a 320d. It's kitted out with M Performance Parts and set our Instagram account on fire.
The G20 retains the sporty, low-slung and cab-to-the-rear stance of its predecessors and although there's nothing particularly radical about its overall appearance, BMW has instituted a significant number of detail changes – and those aesthetic elements come to your attention when you put in the time and effort to find and study them. The 3er is also a lot more aerodynamically efficient than before (Cd figure of 0.23, as opposed to 0.26).
The surfaces are cleaner, the lines more defined and nods to the past clever. The L-shaped taillamps are particularly attractive, and I do love the nod to the E46 headlamps, though the treatment is far more angular on the G20. Of course, much of a modern car's facial persona is defined by the design of its headlamps and their interior detailing. The LED signature of the new 3 is fierce, which I like. Furthermore, the M-Sport package ups the drama and if you specify items from the M Performance Parts catalogue, you can transform an otherwise demure 320d into a serious head-turner.
Clean, crisp and very modern… the new 3 Series cabin may not look that different at first glance, but it is a big step forward.
Compared with the 3 Series' exterior packaging, its interior has taken a more significant step forward, though it may not initially appear that way. The "outlines" of almost everything will be familiar to BMW owners, but in terms of detailing and surfacing the G20 has moved forward appreciably. I spoke to the leader of the interior design team during a lunch break, and he mentioned that BMW wanted to achieve a "double generational step" for the cabin. Much of that will come down the tech (see the next point lower down), but in terms of design, he says, this has been achieved by cleaning up the surfaces and even cutting back on the number of different types of materials used, to avoid clashes and unwanted contrasts. A particular favourite of mine is the knurled finish of the ventilation outlet controls. They were inspired, I'm told, by one of the buildings at BMW HQ in Munich.
It's a thoroughly modern cabin, in the way it looks and functions, and when I consider the average age of the representatives that BMW made available for the launch in Portugal, it's easy to see why. It was created by a young team.
Challenge 3: Groundbreaking tech
Neatly clustered on the transmission tunnel – BMW's latest iDrive controller has become a very familiar and easy to use item.
There's no space here to go into detail on all the various comfort, safety and connectivity systems offered by the new 3 Series, but there are definite highlights that I'd like to point out. The first is the new BMW Personal Assistantsystem: essentially a digital "co-driver" you can interact with. As standard, you call your Assistant's attention by saying "Hey BMW", but you can also rename him/her. And what can your assistant help you with?
Well, the list is already long, and courtesy of remote updates, will continue to expand. The system also learns your habits and favourites, so can respond with the appropriate context. So, whether you need to find an Italian restaurant nearby, or want to know what the remaining range is, or the weather forecast, for that matter, the Assistant can provide you with that information. You can also call up certain functions through conversation.
If you say "Hey BMW, I'm tired", the Assistant will activate a music/lighting/air-conditioning routine to make you feel more energised. But perhaps most importantly, the Assistant knows how all the functions in the car work, and given that there are so many, it's cool having "someone" in the car who can explain how High Beam Assist works, for example. And does it all work? Well, I think it's one of those things that will get better (and more useful) with familiarisation, and the "assistant" did misunderstand me a few times, so perhaps the jury remains out on this one.
Find yourself in a tight spot? Don't worry, the new 3 Series can reverse out of trouble (almost) all by itself.
The 3 Series can be fitted with a raft of monitoring equipment, including radar, cameras and ultrasonic sensors. It therefore comes as no surprise that it offers such impressive autonomous ability. In markets where it is allowed (such as the USA and China), the 3 Series will drive its occupants at speeds of below 60 kph for much bigger distances than before, simply because it is far more aware of its surroundings.
I particularly enjoyed the ease-of-use of BMW's latest Active Cruise Control. I hit only one button on the steering wheel to indicate that I'm ready to go "virtually hands-off" and appropriate following distances, lane assist and speed settings (among others) were automatically selected. No fuss.
BMW has also been able to add some other interesting features, including a Reverse Assistant. How many times have you driven into a narrow, confined space with limited visibility, only to find that you can't continue and have to reverse? Well, activate this new system and the 3 Series will reverse you out trouble automatically (you only have to apply inputs to the accelerator and brake pedals).
In terms of connectivity and digitization, BMW has not been conservative in the least. The screens in the new 3 Series are every bit as large and sophisticated as those in the 7 Series, though ultimately lack the customisation that is offered by, for example, Audi. Voice control and (the more controversial) gesture control are part of the package, too. Interestingly, Apple CarPlay will be available but BMW hasn't quite cracked a deal with Google yet for Android Auto. Another cool feature (ironically for Android 8.0 and higher, NFC-enabled Samsung Galaxy phones, not iPhones) is the ability to open the car with your mobile device.
As ever, many features are optional extras, and I urge interested buyers to head for BMW's online configuratorto spec the 3 Series of their hearts' desires to get a clear idea of just how much "all that wonderful" will cost.
Summary
The end… twin tailpipes will be standard on all new 3 Series models.
To say that BMW's new 3 Series has shot to the top of its class is to damn it with faint praise – after all, the current Mercedes-Benz C-Class may still be an attractive, recently facelifted car, but at its core, it is old. And the latest Audi A4 (itself due for a facelift in SA soon), has not quite received the welcome its maker may have hoped for. Alfa Romeo's Giulia is a painfully slow seller locally, as is the Lexus IS. Infiniti has disappeared and local consumers must still get their heads around paying premium-badge money for a Volkswagen (Arteon). So… the opposition is not at its strongest.
Even so, and within that context, the G20 represents a much bolder generational step than to what we've become accustomed from BMW, especially as far as the evolution of the 3 Series is concerned. Remote updates will ensure that it can stay in the tech game in the coming years and design-wise it certainly looks the part, inside and out, right now. These are areas where its rivals may find it easiest to catch up, but when it comes to the overall driving experience, the challenge to match the new 3 Series will be much harder. Once more, the BMW 3 Series stands apart as the most dynamic, sporting car in its class. But this talent no longer comes at the cost of refinement… or ride quality… or anything else I can think of.
New BMW 3 Series – price in SA
320d Steptronic auto – R649 253
320d Sport automatic – R652 253
330i Steptronic auto – R652 416
330i Sport auto – R655 416
Prices include BMW SA's 5-year/100 000 km maintenance plan.
Aston Martin launches EV conversion programme for classics
While the desirability and values of classic cars continue to climb there are future legislative changes that may make it difficult for owners to enjoy their treasured machines in years to come. Aston Martin, however, has already found a solution…
The beautiful Aston Martin DB6 MkII Volante shown in the accompanying images may look like it's just rolled out of a showroom in 1970, but underneath it's pretty high-tech. This is the first product of Aston Martin's new Heritage EV project, which aims to make it possible for owners of these magnificent old cars to enjoy them out on the road for years to come, no matter what emissions-based legislation gets passed.
No sign in the cabin that this DB6 is an EV.
Using the so-called EV "cassette" powertrain developed for its Rapide E and future Lagondas, Aston Martin engineers simply remove (and preserve) the original internal-combustion engine and slot the cassette onto the original engine and gearbox mountings. Power management is operated via a dedicated screen, "discreetly" hidden in the cabin. This allows owners to "future-proof" their investments, and the original drivetrain can always be reinstated when required.
Customer EV conversions by Aston Martin are expected to commence in 2019.
Do small changes to Porsches always yield big results? We drive the new Macan in Mallorca, Spain to find out.
Platform engineering and Porsche are strange bedfellows. For decades, the brand’s iconic 2-door sportscars selfishly commanded the substantial technical talents at Porsche headquarters. However, the brand’s decision to add SUVs to its product portfolio necessitated shared platforms with Volkswagen (VW) and Audi, which proved brilliantly profitable, but also problematic. There’s nothing even remotely like a 911 within Audi or VW’s online car configurator, but what’s the difference between a radically overequipped Audi Q5 and a Porsche Macan?
The Macan and the Audi Q5 may sit on the same chassis, but Porsche dials in small changes to make it feel different.
I spent a few days on the Balearic Island to find out if Porsche’s latest shared-platform SUV product incorporates enough of the Zuffenhausen-based brand's distinctive DNA. Launched in 2014, the Macan has been tremendously successful for Porsche, providing both performance family car and gravel traveller all in one for those customers who live in the most crowded of cities – with parking limits that will cramp Cayennes.
The late-2018 Macan product upgrade is partly a digitisation of the SUV’s cabin, but also features some deeper mechanical engineering improvements. It’s the kind of detail you’d easily miss, but also the calibre of componentry that makes Porsche platform-shared vehicles so different from their Audi and Volkswagen counterparts. A great shared structure is one thing, but the dynamic contact points – suspension, steering, brakes – are what combine to deliver the differentiated Porsche driving experience.
Like a 2/3rds Cayenne
Styling changes mostly entail interpretations of the Cayenne’s 4-point LED headlights and horizontal strip tailgate lighting. There are 4 new colours and 5 switchblade options, to allow for greater customer car individualisation. I’m not one to obsess about colour palette merits, but a hue that you should strongly consider is Miami Blue. On the Macan’s tighter dimensions and more balanced proportions, this vivid disco azure hue just works.
Blue against more blue, a similar colour has been used on Porsches before, any guesses which one?
If you are one of those Weissach-obsessed Porschephiles, the Miami Blue colour scheme might trigger a vague familiarity within your Porsche subconscious… Think about it for a bit. A bit more. No? Still struggling to draw the similarity? Porsche’s legendary 993 Carrera RS featured a colour code called Riviera Blue and if you are in the ridiculously privileged position to own one of those air-cooled road racing classics, and require a new family SUV to colour match, then a Miami Blue Macan will do quite nicely.
I mentioned digitisation and Porsche’s heavily committed to making the new Macan partner your smartphone. The infotainment screen has grown from 7.2- to 10.9-inches, features touch functionality and a wealth of apps managed via Porsche Connect. It’s the kind of thing that has become a must-have in a world where smartphones have embedded their presence in every possible aspect of our lives. The improved digitation will prove greatly useful as a convenience and life-admiration tool for most customers, but I take comfort in the fact that Porsche remains a brand that hasn’t been lulled into the foolishness of attempting to replace all cabin functions with touchscreen menu functionality.
Aviation cockpit style plastic push buttons still frame the centre console and provide direct sources of input when you are focusing on the road and need to jab at adaptive damper settings or climate control functions. I can’t be bothered to flip through 2nd- and 3rd-level digital menu functions to control cabin temperature or make simple adjustments and my hope is that Porsche may long continue its tradition of having "analogue" override controls for most of its cabin functions. That said, there’s voice control for mastering most communication and infotainment.
Small, but considered improvements
Porsche still maintains an analogue approach to setting changes. Buttons anyone?
Mechanically, not much has changed. The engines remain similar in configuration, with software upgrades and some improved boost geometry. The Macan’s 2.0-litre is good for 185 kW and 370 Nm, while the Macan S features the 3.0-litre V6, with peak outputs of 260 kW and 480 Nm. As with all Porsches, they do feel a touch livelier than those official dynamometer figures suggest.
Both engines engage Macan’s all-wheel-drive configuration through Porsche’s renowned 7-speed PDK transmission, and if you require the utmost throttle response urgency, there’s an optional Sport Chrono package, which trims a few 10ths off the benchmark acceleration times.
Narrower front tyres at the front and optional air suspension setup make the Macan nimble and plush.
Similar to Porsche’s 3rd-generation Cayenne, the Macan now rolls on asymmetric tyres, which are narrowed on the front axle than the rear, thereby improving turn-in nimbleness by a fraction. There’s optional torque vectoring too and if you invest in the brilliantly adaptable air-suspension system, expect the very best combination of ride quality and weight-transfer mitigation under severe braking and high-load cornering. The Macan’s most sophisticated suspension arrangement has been redesigned to feature an improved hydraulic circuit in the twin-chamber air system, all of which produces quicker reactions to peak load inputs.
An excellent example of Porsche’s dedicated component evolution is the transition from steel to aluminium front axle springs, which of course reduces the Macan's kerb weight. Tiny details, but combined, they compound to deliver that discerning Porsche driving experience.
So, how well does it go?
Mallorca’s mountain passes and country lanes are typical European technical driving fare: impossibly narrow and although excellently surfaced, littered with off-camber corners and absolutely no shoulder to provide a margin of error if you do get it wrong. It’s probably not the ideal place I’d want to drive a large SUV in a hurry, but also a choice environment to learn how the Macan manages to be a 5-seater Porsche with 500-litres of luggage space and 182 mm of ground clearance, which can be driven with confidence on these unforgiving roads.
Mallorca has some extremely narrow roads – not ideal for an SUV – but the 182 mm of ride height provides a commanding view.
Having said that, there’s absolutely no anxiety in being tasked with driving the Macan (and its S sibling) with urgency on challenging roads. Porsches have always featured near-perfect driving cabin ergonomics, and despite its SUV ride height and more commanding field of view, the pedal spacing, steering and seat adjustment allow for a terrific driving position which is uncannily more akin to a GT car than gravel traveller.
Between the Macan and Macan S, the most obvious difference is the V6’s surging urge. With Sport Plus the throttle and gearshift calibration is sufficiently aggressive to yield a 0-100 kph time of 5.1 sec, with Porsche’s 4-cylinder Macan trailing that by 1.4 seconds. There’s a 27 kph difference in top speed too, with the Macan S peaking at 254 kph and its sibling reaching maximum velocity a 227 kph.
The great mitigating factor between these two Macan derivatives is weight distribution and the general excellence of Porsche’s latest generation PDK, which is so alert and intuitive in its shifting that the 4-cylinder engine rarely falls into any lag. The 2.0-litre Macan is also 70 kg lighter than its V6-engined sibling and crucially most of that weight advantage has been shaved-off above the front axle, which means the 4-cylinder car stands on its nose less during aggressive braking and turns in with a touch more crispness.
500 litres of luggage space that can get to 100 kph in 5.1 seconds with the Macan S.
In their class, these new Macans retain their fabled driving prowess, but they’ll appeal to very different customers. Those who want zero-panic overtaking urge will find a compelling performance SUV solution in Macan S, but I regard the 2,0-litre Macan one of the best downsize-engined vehicles I’ve ever driven. It’s spread of dynamics – throttle response, steering response, braking – are a touch more accessible most of the time.
Two features of the new Macan illustrate Porsche’s ability to blend tradition with convention. There’s an off-road app, which allows you to trace a segment of off-road driving and share it on social media. Not really my kind of thing, but it's a novel feature all the same. Then there’s an optional GT-specific steering wheel, borrowed from the 911, which at 360 mm is a touch smaller in diameter than a standard Macan tiller and works that much quicker through the hands when you are managing more than a rotation of lock on fabulously challenging roads.
The Macan might share its platform with other vehicles in the Volkswagen Group, but it’s the garnish of Porsche-specific components that endows this refreshed executive SUV with that valuable Zuffenhausen driving DNA.
Pricing
The Porsche Macan lands in SA during the first quarter of 2019.
Kia now offers a 6-speed automatic transmission for the Rio hatchback, which was previously fitted with a 4-speed automatic transmission. See pricing and specification below…
Buyers considering the Kia Rio hatchback may be happy to know that a 6-speed automatic transmission is now offered across the LX, EX and top-spec Tec trim grades. According to Kia, the new transmission improves performance and contributes towards a smoother driving experience.
This new transmission is mated to a naturally-aspirated 1.4-litre petrol engine with 74 kW and 135 Nm of torque. Acceleration from zero to 100 kph has improved from 13.2 seconds to 12.9 seconds while top speed has gone up from 166 to 175 kph.
Standard features on the mid-spec Rio LX derivative includes air-conditioning, electric windows, electric side mirrors, central locking with an alarm and immobiliser, a radio system with RDS as well as MP3, auxiliary and USB connectivity, 6 speakers, steering wheel-mounted remote audio controls, a rear USB charging port, rake and reach adjustable steering, automatic headlight control, front fog lights, LED Daytime Running Lights and 15-inch alloy wheels.
The mid-high spec Rio EX adds projector headlights, LED tail lights and a 7-inch touchscreen infotainment system with Apple CarPlay and Android Auto. A rear park assist system and rear view camera is also included.
If you opt for the top-spec Rio Tec, you will get additional niceties such as 17-inch alloy wheels, rain-sensing wipers, cruise control, electrochromatic rear-view mirror, alloy pedals and leather upholstery.
Kia Rio – Price in SA
Rio 1.2 LS 5-speed Manual – R230 995
Rio 1.4 LX 6-speed Manual – R247 995
Rio 1.4 LX 6-speed Automatic – R264 995
Rio 1.4 EX 6-speed Manual – R261 995
Rio 1.4 EX 6-speed Automatic – R278 995
Rio 1.4 TEC 6-speed Manual – R288 995
Rio 1.4 TEC 6-speed Automatic – R305 995
The Kia Rio is sold with a 5-year/unlimited km warranty, 2-year/30 000 km service plan for Rio 1.2 and a 4-year/60 000 km service plan for the Rio 1.4. A 5-year/unlimited km Roadside Assistance is also standard.
The Audi R8 has received a subtle makeover for 2019. There's a sharper new look, a bit more power, a few technical updates and cabin tweaks. We had a brief – yet intense – taste of the newcomer at a rain-soaked Ascari Circuit.
Audi's naturally-aspirated and free-revving "everyday supercar" is much loved by the Cars.co.za team. Unlike some hardcore supercars, it rewards driving enthusiasts generously, yet flatters and indulges inexperienced drivers in equal measures. Even in the most congested traffic jams, the R8 sits is happy to potter around in its most docile setting… while it waits for the road to clear. Of course, being a supercar means it has to deliver thrills and dynamics worthy of its hefty price tag. It does this with ease and we could happily make that sonorous V10 sing up to its redline every day.
What's new for 2019?
The 2019 Audi R8 has some subtle changes on the front. Note the 3 slots which are a tribute to the Group B Quattro rally car
The changes are subtle. On the outside, you'll notice sharper-looking sheet metal with aesthetic detail revisions to the front and rear. There are enlarged oval exhausts and 3 slots on the bonnet, which are a tribute to the 1984 Sport Quattro Group B rally car. Don't fret too much about this "tribute", the new Audi A1 has them too. However, the critical changes lie under the skin, where Audi Sport has stiffened its supercar's suspension and installed an anti-roll bar (made of carbon) at the front. The latter is much lighter than the unit on the pre-facelift version, which was made out of steel. There are also tweaks to the steering and for the first time, variable ratio Dynamic Steering is available, although it is an option.
In terms of power, the 5.2-litre naturally aspirated V10 engine is retained and there are increases in power and torque on both versions. The SA market will only get the Performance version (previously called Plus), which produces a thumping 456 kW and 580 Nm, but SA-spec cars will be slightly detuned to 449 kW and 560 Nm. Power goes to an all-wheel-drive quattro setup via a 7-speed dual-clutch transmission and the new R8 Performance is capable of blitzing from 0 to 100 kph in a claimed 3.1 seconds, going on to a top speed of 331 kph. The brakes are carried over unchanged and the Performance version comes equipped with carbon ceramic stoppers, which will work hard, given the R8's weight.
What's it like to drive?
A dry Ascari raceway. The Audi R8 grips and grips, and the V10 loves to be revved hard.
Firstly, a disclaimer. Our drive of the Audi R8 was on a drenched Ascari Race Circuit near the town on Ronda in Spain, as the entire Andalucia region was battered by an intense cold front. The task of evaluating Ingolstadt's latest transformed into an exercise in trying to keep a multi-million Rand supercar on the black stuff, which was made harder by massive pools of water on the circuit. Yep, first-class tickets on the aquaplane were in abundant supply. Nevertheless, we donned some helmets and set off. Stab that big red start button located on the steering wheel and the V10 barks to life. Activate Race Mode by pressing the checkered flag button just below the Drive Select button. This will put the Audi R8 into its most hardcore setting and the stability control will loosen its grip. Given the conditions, we manually re-engaged full ESC to deploy an additional safety net.
To be honest, it's difficult to spot and analyse the dynamic changes between this version and its predecessor; we reckon it'll require some serious driving of both derivatives back to back for the updates to become apparent. However, the outgoing R8 was an exceptional crowdpleaser thanks mostly to its rollicking engine. We will rue the day when a raucous naturally-aspirated V10 is laid to rest in favour of greener, muted powerplants.
The facelifted Audi R8 is a beautifully balanced driving machine that is simple and intuitive to pilot briskly
The Ascari Circuit has quite a technical layout, thanks mostly to major elevation changes. The R8 may boast a quattro setup, but it can (and will, in the wet) exhibit understeer if you barrel into a corner too quickly. Try to accelerate hard out of a corner and the rear-wheel-drive-biased quattro system will allow some tail wagging, which can be a little daunting for the uninitiated. One sector of the track had a rather large stream of rainwater running across it, which just so happened to coincide with the start of the braking zone. An aquaplane moment at 160 kph was enough to widen the eyes and flood the body with adrenaline, and we weren't the only victims on the day; many journos encountered similar heart-stopping situations.
Thankfully the wet conditions and expertise of the Audi instructors on hand allowed us to experiment with the new handling setup over numerous laps. The first turn at Ascari is a majestic downhill leftward sweep and as you transition from brake to accelerator, the car steps out gracefully and feels entirely manageable. Who said quattro and all-wheel drive systems had to be boring and anti-fun? A second disclaimer here, sorry. Our test units rode on the optional 20-inch alloy wheels wrapped in optional trick Michelin rubber, which certainly will assist in the handling stakes.
We do like the steering setup of the new Audi R8. It's not ultra direct like that of the McLaren 570, nor meaty like the AMG GT R's, but the tiller is responsive and accurate enough to make the car dart about with intent and purpose. We had the chance to sample the Dynamic steering too, which, according to Audi, "allows the driver to experience even more precise response characteristics." Could we feel a difference? After driving a standard car and then a Dynamic-equipped car back to back, there were some slight differences, but essentially the steering feels a little more precise at the expense of substance and feel. Should you tick that option? Given how good the standard steering setup is, we'd say no.
This Audi R8 features the optional 20-inch alloy wheels
Also worth a mention are the stupendously strong brakes. They're ceramic units, specifically fitted to the Performance version as the lower-end models use steel rotors. They work hard thanks to the weight of Ingolstadt's supercar. At just under 1 600 kg, the R8 is a heavy machine as it stands (we attribute that to the complex quattro system and massive V10 engine). In comparison, the dry weight of a McLaren 570S sits at 1 356 kg.
A driving summary, then? The facelifted Audi R8 is a beautifully balanced driving machine that is simple and intuitive to pilot briskly. With the sound of that magnificent V10 at full tilt right behind you, it's hard to not be emotionally drawn by what the Audi R8 has to offer.
The interior
The Audi R8 cabin is an exercise in making the most of a confined space
The cabin of the Audi R8 is a textbook example of how to make the most of the limited available space. Supercars are generally cramped and awkward places to hang out, yet the supercar's cabin feels acceptable and just about spacious enough to convince a partner that the 2 of you can go away for a weekend in the R8, which can effortlessly perform a GT role, if need be. There's a front boot, which is good for 112 litres (or a duffel bag) and there's a surprising amount of space on the rear shelf. The rest of the cabin is wonderfully put together and oozes sophistication.
What's more, the quality and tactile feel of the materials used is class-leading, and the ergonomics are pure and simple. Audi Virtual Cockpit dominates the driver's eye line and it continues to be one of the finest digital infotainment systems in the supercar segment, if not the new vehicle market. Much like in the TT, there's a minimalist design to the Audi's cabin, with just the ventilation controls occupying the central dashboard.
These Audi Sport seats are wonderfully supportive and comfortable
Verdict
The "everyday supercar" is a description that's often overused by motoring writers to describe certain products, but unfortunately, it's certainly the most appropriate description of the latest iteration of the Audi R8. While the fling we had with the newest iteration of the supercar was just that and we'd love to spend more time with the newcomer to get a real feel for it, our initial impressions are positive. Given the performance-or-nothing focus of the usual suspects in the supercar segment, the fact that the R8 is quite suitable for the daily commute makes it a terrific proposition.
However, when the road opens up and the traffic clears (or you decide to visit your local racetrack), the R8 is more than capable of delivering that "unbridled supercar" feeling – and in abundance. It's wonderfully easy to live with, effortless to drive fast and not horribly compromised and cramped. The cabin and associated quality is bespoke and reeks of futurism. Not only is the Audi great to look at and a symbol of 'I've made it', but it's just as majestic on a public road as it is on a race track. It could also double as a GT and easily be driven great distances at a time.
With that magnificent naturally-aspirated V10 engine seemingly on death row, we can't help but wonder how long the Audi R8 will be around. Audi Sport engineers have no doubt experimented with the 2.9-litre biturbo V6 and 2.5-litre 5-cylinder turbo motors, but they wouldn't invoke that full fat, red-blooded supercar feeling now, now would they? We suspect that the next-generation Audi R8 will feature some form of electrification, so it will be fast and economical. Will it have the same character or drivability? We doubt it, especially in terms of what makes the R8 special, so best you start looking at your investment options around the middle of 2019 when this facelifted R8 V10 comes to SA. You won't be disappointed.
This iteration of Audi R8 is a wonderful all-round performer and should be in SA around the middle of next year
Land Rover showed us a concept of the new Defender as long ago as 2011, but the production version will only arrive in 2020. Why is the next iteration of an off-road icon taking so long to come to fruition?
Imagine if Toyota stopped production of the current Fortuner, without a successor in sight, and then informed the market there was no certainty when a new Fortuner would arrive. It would be an unfathomable scenario, for a product of Fortuner’s success, to be discontinued without a successor. But that’s exactly what's happened with Land Rover’s iconic Defender.
After 67 years of production the vehicle, which is more synonymous with adventure journeying than any other, ceased production. Born in a post-war Britain short on crucial engineering materials, Land Rover embraced aluminium construction decades before most other vehicle manufacturers even considered it. Despite abysmal quality issues each time Land Rover neared bankruptcy – which has been often – the company’s Defenders remain some of the most collectable vehicles around.
The DC100 concept caused a stir at the 2011 Frankfurt Show, but it didn't excite traditionalists or hardcore off-road enthusiasts.
The Defender’s reputation is such that it ranks as a virtually depreciation proof investment – which is unusual, for a Land Rover, or any SUV that isn’t a Toyota. If you possess such a flood of product perception equity, built over decades, why didn’t Land Rover have a proper Defender 2.0 plan in place to keep harvesting the profits?
Fear of the new
Tata has been the saviour of Land Rover, allowing British engineers to do what they do best without the dreadful input of British automotive industry financial managers. Indian cash revitalised the industrial base around Coventry and birthed a Land Rover product portfolio that is now rated as both stylish and sophisticated in the realm of SUVs, both adjectives which have never applied to any Defender.
Land Rover's Defender might be iconic and an off-road institution to South Africans, but globally it has very little commercial resonance. Defender sales were discontinued in America by the mid-1990s and in Australia their presence is negligible. And these are two of the world’s anchor markets for serious off-road vehicles.
We reviewed the Defender 110 Heritage Edition in early 2016. To read the article, see the links at the bottom of this write-up.
As Ranger Rovers, Evoques and Discoveries flooded geographies where Land Rover was once struggling (America and Australia), the case for replacing the Defender has become progressively weaker. By the late 2000s, when Land Rover engineers were required to table a successor concept, Defender sales were a fraction of the brand’s overall business.
September 2011 is when things went awry for the Defender 2.0 project. At the Frankfurt Show, Land Rover revealed its DC100. It was a very daring Defender concept, which promised to combine rugged cabin materials, which you easily could hose clean, and safari-proof electronics. Unfortunately, public reaction wasn’t quite so welcoming. Defender traditionalists hated on it with an abundance of venom usually reserved for those who raise Land Rover 110 County reliability issues at a club meeting.
Whereas the DC100 concept's exterior at least looked blocky, its interior design marked a clear departure from Defender tradition.
Land Rover’s flaw with an attempt at replacing the Defender is that the vehicle’s design was allowed to diverge from modern trends for so long, that the compound shock of a revised design, conforming with current vehicle standards, was always going to be far too radical an evolution. Sensible people lose their grasp of logic when Defenders are discussed and after DC100, the Defender project was stillborn.
Rugged SUVs not quite a straightforward business case
Last month hopes were revived that Land Rover has finally committed to 2020 as a delivery date for its new Defender – which might be a few years late, but it’s better than never. Images of a disguised prototype were released, which clearly showed high-capacity roof proportions and a square silhouette.
Industry analysists have always predicted that any modernised Defender could possibly divorce itself from the commercial vehicle heritage of a steel ladder frame construction, opting instead for a Discovery platform of hydroformed aluminium in a 1-piece monocoque. The idea is to improve Defender’s ergonomics, which have always been comically awful, whilst retaining its load capacity and ruggedness.
Spy photographs of the next-generation Defender undergoing testing prove that the newcomer will, in fact, see the light soon.
A radically repackaged Defender would greatly improve passenger comfort, without sacrificing load carrying ability. Expectations are for a lower than contemporary threshold of driver aids and infotainment functionality, yet still featuring an electronics architecture which is more advanced than anything Defender owners have ever encountered before.
The business case for a rugged, expedition grade SUV is very difficult to formulate in 2018, despite macro demand for SUVs continuing unabated. Toyota, Nissan and Mercedes-Benz effectively own the serious off-road expedition vehicle market and they all field exceptionally capable vehicles to claim their individual market share. How good would a new Defender have to be, to displace Patrol in the Middle-East or Land-Cruiser 70 in South Africa or Australia?
The engine issue
If public indifference to the DC100 concept delayed development of the new Defender, and its niche business case reranked the project within Land Rover’s R&D hierarchy, the global diesel issue hasn’t helped.
The raised ride height, truncated overhangs and high roof suggest that the new Defender will not be piecemeal.
Although Defender has, over its lifetime, often featured petrol engines, those were discontinued in the late 1990s. And in a world where diesel engine development has effectively been curtailed, Land Rover faces a problem. It doesn’t have the scaling of Toyota, where a global bakkie business provides the numbers to justify independent diesel engine development in an expensive and hostile regulatory environment.
Diesel no longer the darling
The United Kingdom, despite its geographically small size and absence of adventuring terrain, has always been fiercely patriotic regarding anything Land Rover and has demonstrated (by far and away) the biggest demand market for the Defender. Attitudes toward turbodiesel have reversed radically in the last 2 years, with UK Discovery sales suffering terribly as a result. An all-diesel Defender line-up would be very problematic.
Land Rover could effectively be forced into alternatives quite late in its development project, requiring a complete reconsideration of engine options. Petrol powered Defenders simply won’t do for any owners who wish to explore Africa or Asia, where diesel's fuel network is far more extensive than that of petrol. What also needs to be considered is that when transporting additional fuel onboard for extreme driving distances, petrol presents a much greater fire hazard, which is best avoided altogether.
We rented a Land Rover 110 Ultimate Puma to travel from Johannesburg to Pomene in Mozambique.
A great irony in all of this is that towards the end of the its lifecycle, South Africa was the environment which provided proof of concept for a battery powered Defender game viewing vehicle. A 2011 project by British electrical engineering specialist, Axeon, saw much success. These battery-powered Defenders had nearly equal performance to their turbodiesel siblings (300 Nm versus 360 Nm), with the benefit of superior drivetrain refinement. I even drove an all-electric Defender on Land Rover’s swampy test track in the UK and it proved wonderfully capable.
Could a confluence of factors, the rejection of diesel and a possible move away from ladder-frame construction, enable Land Rover to do the unthinkable, but very necessary, and market new Defender as the first true hardcore hybrid 4×4? My feeling is that Land Rover owners would be less hostile to a radical change of engine configuration, as Defender has never been a large-capacity vehicle. The last models were powered by mere 2.2-litre turbodiesel engines. There is no legacy which binds Defender to a specific engine size or number of cylinders.
For the sake of occupant safety, Land Rover has no choice but to depart from the current Defender's cabin architecture.
When you are tasked with redesigning an iconic vehicle, there is no winning. Traditionalists will judge it for being too modern at the cost of its legacy purpose and contemporary customers will always feel it isn’t progressive enough. With the pressure of contemporary crash safety and emissions regulations, a Defender 2.0 would by implication be a huge departure from anything that had gone before – and that’s not a case of Land Rover inadvertently antagonising legacy owners.
Whatever 2020 delivers, the new Defender will be niche, and very important. Especially as Defender’s launch will follow shortly after the initiation of Brexit, which looms ominously over the British automotive industry – of which Land Rover now has the biggest stake, and most to lose.
Ford has updated its Tourneo Custom people mover in South Africa. Herewith specification and pricing details…
Now featuring revised exterior and interior styling, the facelifted Ford Tourneo Custom is now available in South Africa.
"With the new Tourneo Custom, every passenger can enjoy the best seat in the house," said Doreen Mashinini, General Manager, Marketing at FMCSA. "This versatile people mover has been refreshed with attractive new exterior styling and an interior that combines the comfort and quality of a luxury car with outstanding space and practicality."
Key changes
The Tourneo Custom offers flexible seating arrangements depending on what you need.
The front-end now sports a 5-bar, trapezoidal chrome grille that’s in line with Ford’s passenger car design language. The automatic headlight units are slimmer and all derivatives feature signature daytime running lights and front fog lights.
The interior has been extensively revised with the use of higher quality materials seen on the headliner, seats, side panels and carpets. The seat designs have been updated to offer better support while sound reduction has improved in the rear cabin. The air conditioning system has also been updated. Up to 6 passengers can be seated in the rear. The seats themselves can be folded flat, tumbled, stowed or even removed, depending on the requirement.
A 6-speaker sound system is standard across the range, offering Bluetooth, Aux input and mounted steering wheel controls.
Standard driver assistance features include Electronic Stability Programme (ESP) with Hill Launch Assist (HLA), Load Adaptive Control (LAC), Roll-Over Mitigation (ROM) and Trailer Sway Control (TSC), the latter of which is activated when you fit an approved tow bar at a Ford dealer.
Other safety features include 6 airbags and ISOFIX child seat mounts found on the second row of seats.
Engine Power
The Tourneo Custom is powered by a range of 2.2-litre turbodiesel engines in various states of tune including a 74 kW/310 Nm version for the entry-level Ambiente derivative and a more powerful 92 kW/350 Nm engine for the Trend derivative. Both derivatives make use of a 6-speed manual transmission and both are in long wheelbase format.
The Tourneo Custom is rated to carry a gross payload of 915 kg and it can tow an unbraked trailer weighing 750 kg or a braked trailer weighing 1 400 kg.
Ford Tourneo Custom – Price in SA
2.2 TDCi LWB Ambiente 74kW 6MT – R546 000
2.2 TDCi LWB Trend 92kW 6MT – R567 300
The Tourneo Custom is sold with a 4-year/120 000km warranty, 6-year/90 000 km service plan, 3-year/unlimited km roadside assistance and a 5-year/unlimited km corrosion warranty.
