Mercedes-Benz Sprinter (2018) International Launch Review

Available in a staggering 1 700 configurations and packed with the latest comfort and safety technologies from Mercedes-Benz, the new Sprinter family of vehicles attempts to redefine the commercial van category. It arrives in South Africa early next year and we had a preview drive in Slovenia.

With more than 3.4 million units of the first two generations of Sprinters delivered in 130 countries worldwide to date, this "van" is a massively important product in the Three-Pointed Star's portfolio. But according to Mercedes-Benz's Volker Mornhinweg (head of Vans), the logistics game is changing, and for that reason the "variability and availability of customer-specific solutions are the essential success factor", he explains.

Choices, choices… the new Sprinter is available in a vast variety of configurations.

So… consequently you can have your Sprinter pretty much any which way you want it – choose from front-, rear- or all-wheel drive, various engines/transmissions (even electric), different body types, cab designs, load compartment heights etc. There appears to be a Sprinter for every purpose.

Of course, we could not drive all the different variants, and instead jumped into a high-roof 316 TDI, which looked like your typical hard-working panel van.

The S-Class of vans?

Hop up and into the commanding driver's seat and you're likely to be taken by suprise by the modernity and "luxury" in this supposed workhorse. It's only the second Mercedes-Benz to be available with the marque's new 10.25-inch MBUX infotainment system (after the A-Class) and it's by no means the only nod to modern tech and convenience.

Not a bad mobile office! The Sprinter is only the second Mercedes-Benz to get the new MBUX infotainment system.

Our test unit's steering wheel was a neat leather-bound item that wouldn't have looked out of place in a sporty Mercedes sedan, and even included buttons for the active cruise control, for example. You can also have a Park Assist package with 360-degree camera view if you want, or even lane assist. The steering wheel is height/reach adjustable and the seat can be electrically adjusted using the same kind of buttons you'll find in any other Mercedes-Benz. The instrumentation is modern and comprehensive, too, and includes a large high-resolution digital display that provides the necessary driving information.

The fancy MBUX infotainment system is not only there to make it more comfortable and pleasant in the cabin for the driver. The new Sprinter features state-of-the-art connectivity hardware and the Mercedes PRO connect services, which have been developed to make fleet controlling easier and more efficient. At the time of its European launch Mercedes-Benz will offer 8 different connectivity services, including Vehicle Supervision, Vehicle Operations, Fleet Communication, Maintenance and Repair Management and a digital Driver's Logbook. The driver can access all these on-line services using the MBUX system (or even voice control). We'll have to wait to find out just how many of the Mercedes PRO services will be offered in South Africa.

On the road

Switchgear and features are shared with Mercedes-Benz's passenger vehicles. Even seat warmers are offered.

Our test unit was powered by a 120 kW 2.1L turbodiesel engine, but a variety of outputs are offered and there is also a more powerful 140kW/440Nm 3.0L 6-cylinder unit. Nevertheless, "our" van never feeled sluggish, with great torque from low down and smooth delivery. There are 3 transmissions on offer in the new Sprinter line-up, though they're not all available for all the different model types. The new base front-wheel drive model can be had a with a 6-speed manual or 9-speed automatic, while the version we drove featured the marque's well-known 7-speed auto. Fuel consumption ranges from 6.9 to 9.7L/100 km depending on the variant.

I'm not hugely experienced with driving such big vehicles (especially on such narrow and unknown roads), but the Sprinter's various assistance systems, including the rear-view camera, speed limit recognition, easy-to-use navigation and large side mirrors made piloting the newcomer easy and comfortable. It's a very refined drive – spending a lot of time in the new Sprinter will be no hardship. Mercedes-Benz also offers a wide variety of recharging options (including Qi wireless smartphone pad) for the driver and passengers' various devices, and numerous cabin storage solutions.

The flexibility and comfort of the passenger-carrying Tourer versions have been improved by the development of what Mercedes-Benz calls an "Easy Mounting" system. This simply allows for easier installing or removing of entire seat rows. And in the luxury variant, there are USB charging sockets and stowage space for smartphones in every seat row.

A variety of charging solutions are offered for mobile devices, and not only for the driver either.

I was also impressed with the ride quality and, in fact, the build integrity overall. Mercedes-Benz certainly didn't cut any corners on its usual build quality standards for this working vehicle. As is to be expected, a variety of suspension options are offered. There is an optional air-suspension system (for rear- and all-wheel drive models) that makes it possible to lower the rear-end for easier loading, for example. An interesting option fitted to our test unit were GRP (glassfibre reinforced plastic) rear leaf springs, instead of steel springs. These reduce vehicle weight and are also corrosion free.

Moving into the cargo bay – well, there are so many variables at play, but I must say a stand-out feature for me is the internal roof carrier system that's now offered. It really does maximuse the space available. And then there are new flat-top wheelarches, which makes the space on, and surrounding the arches far more usable. The new plastic surface for the cargo bay floor also looks particularly durable.

Verdict

Rear air suspension is offered on some models, allowing for the rear-end to be lowered for easier loading/unloading.

It's obviously not possible to evaluate the load-carrying ability and the various configurations offered by the Sprinter in a single test drive. However, within the parameters provided by Mercedes-Benz, you're very likely to find a suitable solution to your transport needs. Sprinters are available in wheelbases ranging from 3 250 to 4 325 mm, seating for 1 or up to 20 people, and with a maximum permissable gross vehicle weight of up to 5.5 tonnes (max payload over 3 000kg).

At this time the South African base line-up and pricing is not yet known, but we'll get most of what is offered in other parts of the world, but not the electric van. As ever, the Sprinter should be seen as a premium product in its segment, and as such is likely to demand a higher price. Based on factors such as a claimed 9 million test kilometres across the world, cutting-edge connectivity solutions, superior driver comfort and the great attention to detail shown in the configuration of the load compartments, I don't believe any business that opts for a Sprinter will feel short-changed.

You may also be interested in;

Mercedes-Benz Vito (2015) First Drive

Volkswagen Crafter (2018) specs and pricing in SA

Ford Transit and Tourneo ranges expanded in SA (2015)

Nissan e-NV200 Workspace Concept previews future commercial vans

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Hyundai H1 (2018) Specs and Price

The Hyundai H1 has been refreshed for 2018 and is now available for sale in South Africa. Here are specification and pricing details for the 2018 Hyundai H1.

Since its launch back in 2009, the Hyundai H1 bus has sold 14 424 units which is an impressive achievement for the Korean automaker. The range was expanded with a panel van and a multicab, with 2 272 and 937 units sold respectively. The H1 is comfortably the best-selling minibus in the country, far outselling the more traditional rivals like the Volkswagen Kombi and Toyota Quantum.

For 2018, Hyundai has rolled out a significant facelift for its H1 bus, comprising both exterior and interior upgrades. The 3-model range currently comprises H1 2.4 Petrol Bus MT, H1 2.5 Diesel Bus AT and H1 2.5 Diesel Panelvan AT. For 2018, the range has been changed to H1 2.4 Executive Petrol Bus MT, H1 2.5 Elite Diesel Bus AT and H1 2.5 Diesel Panelvan AT.

The Hyundai H1 cabin. For 2018, there has been a slight redesign and more specification added. Navigation is now available as an option.

At first glance, you can see the all-new front grille as well as projection headlights. In comparison to the outgoing model, the new-spec models add new features. The base 2.4 Executive Petrol bus gains auto lights and projection lights, while the 2.5 Elite diesel has gained the same new lights, as well as a reverse camera, new 17-inch alloy wheels, electric folding side mirrors and a chrome grille.

The specification has always been decent in the Hyundai H1 and you get auto lights, tilt & telescopic steering wheel, multifunction steering wheel, keyless entry, glovebox cooling, electric folding side mirrors, rear wiper, illuminated vanity mirrors and plenty of storage features. Navigation is available as an option on the H1 and it costs R2 522 inclusive of VAT. The infotainment system has also received an update in the 2018 model.

In terms of engines, the 2.4 Executive is powered by a 2.4-litre petrol motor with 126 kW and 224 Nm. Power goes to the front wheels via a 5-speed manual gearbox and Hyundai claims it'll consume 10.2 L/100 km. The one we've always favoured is the 2.5 VGTi diesel motor which has 125 kW and a mighty 441 Nm, making it ideal for towing. It'll be more frugal than its petrol-powered sibling, with a claimed 9.8 L/100 km.

The Hyundai H1 cabin is practical and can carry up to 9 passengers

2018 Hyundai H1 Price in South Africa

The new Hyundai H1 comes with a 5-year/150 000 km manufacturer's warranty and an additional 2-year/50 000 km manufacturer powertrain warranty. You also get 5-year/150 000 km of roadside assistance and a 5-year / 90 000 km service plan. In comparison to the outgoing model, pricing has remained identical.

Navigation is available at R2 522 (including VAT).

H1 2.5 VGTi Panel Van R459 900

H1 2.4 Petrol Bus R499 900

H1 2.5 VGTi Bus R629 900

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Volkswagen Polo GTI: Old vs New

The all-new Volkswagen Polo GTI recently joined the Cars.co.za test fleet and, to demonstrate the differences between the newcomer and its predecessor, we sourced a previous-generation model and compared them head-to-head. Here are some key changes between the 2015 Volkswagen Polo GTI and the new 2018 Volkswagen Polo GTI.

The Volkswagen Polo GTI offers consumers a taste of hallmark GTI performance at a cheaper-than-Golf price (and, of course, lower associated ownership costs) and the diminutive hot hatch has duly attracted a sizeable fan base. The SA market never received the 1st-generation model, but the 2nd-generation car, which had a 110 kW/220 Nm 1.8-litre 20-valve 4-cylinder motor and could sprint to 100 kph in 8.2 seconds, arrived in 2007.

Upon its arrival in 2011, the 3rd-generation Polo GTI represented a huge leap forward with its turbo-and-supercharged 1.4-litre engine with 132 kW and 250 Nm. Paired with a quick-shifting dual-clutch gearbox, that Polo GTI was claimed to sprint from 0 to 100 kph in a quite-brisk 6.9 seconds.

For 2015, the 4th-generation Polo GTI adopted a 1.8-litre turbocharged 4-cylinder engine. The car was offered in both manual and (dual-clutch) automatic guises, each of which had specific torque outputs. Both developed 141 kW, but the DSG version had peak torque of 250 Nm, whereas the 3-pedal version had 320 Nm. Interestingly, the cars' claimed performance figures were identical (a 0 to 100 kph sprint time of 6.7 seconds).

Now (in 2018), the 5th-generation Polo GTI marks a big leap forward for the model. What are the key changes between it and the outgoing model?

Dimensions

From this image, you can see the new Volkswagen Polo GTI (right) is wider than the outgoing model.

The all-new Volkswagen Polo has changed dramatically, mainly thanks to the adoption of a new platform. The newcomer is built on the MQB architecture, that versatile piece of modular engineering that forms the basis of the Polo's siblings: the Golf, Tiguan, Passat as well as its cousin, the Audi A3, for example. MQB has a reputation for comfort and refinement, and even in sporty GTI application, the new Polo's ride comfort is fair.

The bigger platform means that the new Polo GTI has grown up and expanded in all dimensions. The (once-pint-sized) hot hatchback's overall length has grown by 81 mm, it's now 69 mm wider and, despite its overall height reduction (by 8 mm), headroom has increased. The associated enlargement of the cabin is most apparent at the back, where legroom is now tolerable for adults. The luggage bay's capacity has increased too.

Engines

The EA888 1.8-litre turbo has been replaced by the EA888 2.0-litre turbo and power has been increased to 147 kW

The previous model also used the EA888 turbocharged 4-cylinder motor, but it was resized to 1.8-litres in capacity. This time around, Volkswagen has not held back and given the new Polo GTI the full-blown 2.0-litre EA888 from none other than the Golf GTI. Outputs are up to 147 kW and 320 Nm (from 141 kW and 250 Nm/320 Nm), but while these differences may seem small, the switch from a 7-speed dual-clutch 'box to 6-speed dual-clutch unit has seen a reduction in sprint times, with fuel efficiency being increased, albeit fractionally (from 6.0 L/100 km to 5.9 L/100 km).

Performance

With a bigger 2.0-litre engine, the new Polo GTI is fractionally faster than its predecessor.

Volkswagen claims the switch from the 1.8-litre to 2.0-litre unit has resulted in a broader spread of accessible performance. It sounds sweeter as well… there's a sharp induction rasp and, if you come off the throttle in Sport mode, the exhaust emits a barrage of staccato pops, which is reminiscent of the Mini Cooper S – not a bad thing at all. The 2018 Polo GTI will dash from 0 to 100 kph in a claimed 6.6 seconds, which is very close to its Golf GTI bigger brother. Also new for the 2018 Volkswagen Polo GTi is the debut of the XDS differential, which sharpens up the handling.

Cabin

The cabin of the new GTI (and Polo as a whole) has been elevated to new heights. The Active Info Display is available as an optional extra.

The 2018 Polo GTI interior benefits from notable improvements in quality and prestige. Much like the standard Polo incorporates upgrades in terms of features and fittings, the new GTI sets the benchmark for supermini hot hatch cabin quality. It's a massive leap forward for the Polo GTI model and coincides with the introduction of nice-to-have features such as the digital Active Info Display dashboard (which is, regrettably, optional).

Furthermore, an all-new infotainment system, in the form of the Composition Media with its 8-inch touchscreen display, makes its debut and two USB ports are standard. The technology and safety features have also been improved. There are tyre pressure monitors, the car is able to park itself in a parallel situation automatically and blind spot detection with rear traffic alert is additionally available as an extra-cost item.

The 2015 Volkswagen Polo GTI cabin is still fresh and modern, but comprehensively outgunned by its replacement…

Final Thoughts

The 2018 Volkswagen Polo GTI makes a compelling argument for itself. Compared with the outgoing model, it's fractionally faster, but critically, more spacious and offers a broader array of talents. Also, thanks to the production of the small GTI being shifted to South Africa, the asking price has come down (R387 500 to R375 900), which is great news, but, as always, with VW Group products, be mindful of some of those costly options.

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Comparative Review: Ford Fiesta vs Volkswagen Polo (2018) [w/video]

With all-new versions of the Ford Fiesta and Volkswagen Polo being launched in South Africa within months of one another, the battle for supremacy in the compact hatchback segment has reached a new intensity. In a changing marketplace, which one offers the best value, is most in step with the times, and ultimately, the better buy? We find out!

At a glance

	Volkswagen Polo 1.0TSI Comfortline R-Line Automatic	Ford Fiesta 1.0T Titanium Automatic
Price (June 2018)	R297 849 (excl. options)	R310 600
We Like	Interior/exterior styling, build quality, performance and transmission, ride comfort, better practicality, resale potential	Sophisticated styling, SYNC3 infotainment, lots of standard features, ride and handling, warranty and service plan, good overall value
We Don't Like	Pricey, too many optional features, Stop/Start system is intrusive	Disappointing transmission, rear passenger space and practicality could be better, interior quality falls short of Polo

What are we comparing?

Can the feature-rich Fiesta trump the popular Polo in this comparative review? Read on…

The locally-produced Volkswagen Polo needs little introduction: it remains the top-seller in its segment and is one of the most popular cars in the South African new vehicle market. The new Polo is underpinned by VW's lauded MQB platform; its updated interior, plus improved packaging and refinement virtually guarantee its continued success. On test here is the 1.0 TSI Comfortline R-Line automatic, which is priced from R297 849 (without options).

Much like the Polo, the Ford Fiesta has found favour with thousands of South Africans over the years and the Blue Oval aims to further entrench its compact hatchback’s success in the local market with a new, feature-rich and eminently stylish product that (especially younger) buyers will find hard to ignore. In this comparative review, the Polo goes head-to-head with the range-topping Fiesta 1.0T Titanium automatic, priced at R310 600.

Both cars offer similar engine outputs and powertrain combinations but differ greatly in terms of standard specification. Does the mid-spec (as standard) Volkswagen Polo have enough clout to reign supreme against the generously-specced Ford Fiesta? Let’s find out…

How do they fare in terms of…

Kerb appeal?

These two rivals are closely matched and both are thoroughly modern in design, but which one would you choose?

The sharp and edgy-looking Polo is more progressive than the model it replaces but errs on the side of conservativism. However, the R-Line kit specified to this derivative endows it with an aggressive look and is recommended for those who want to fool onlookers into thinking it’s a Polo GTI, even if it’s just for a fleeting moment… The Polo Comfortline R-Line ups ante with a sportier front bumper, side sill extensions, a gloss black boot spoiler and rear diffuser while riding on attractive 17-inch Bonneville alloy wheels. As ever, it certainly has broad, everyman appeal…

The Polo R-Line wears striking 17-inch Bonneville alloys…

The new Ford Fiesta, by contrast, is comparatively shapelier and, arguably, softer on the eye, but retains an air of sportiness. It wears a wider grille with a chrome finish, complemented by elongated headlights and LED running lights that give the Fiesta a distinctive look. It too rides on 17-inch alloys, but the Fiesta’s rims came shod with quality Michelin Pilot Sport4 rubber as standard. This is, by far, the neatest-looking Fiesta ever made…

You can decide for yourself which one you like most, but we think the R-Line clad Polo retains the edge over the Fiesta in terms of kerb appeal.

Performance and refinement?

The Polo offers a refined drive and has a smoother drivetrain than the Fiesta.

While you may be able to pull the wool over people’s eyes in making them think you are driving a Polo GTI, the Polo R-Line doesn’t quite have the go to match the show. Its 70 kW/175 Nm 1.0-litre 3-cylinder turbopetrol engine is mated with a 7-speed dual-clutch transmission driving the front wheels.

Nonetheless, it has sufficient shove for everyday driving and delivers its power in a smooth and refined manner. The DSG transmission is a peach and its shifts are seamless and barely noticeable. It’s also quite responsive to throttle inputs and it performs admirably under harder acceleration. In terms of fuel consumption, Volkswagen claims 4.7 L/100km and we achieved 7.6 L/100 km during our test.

We must, however, voice our frustration at the Stop/Start system in the Polo. It’s intrusive and the engine cuts out before the vehicle has come to a complete stop, which, in turn, cuts out the power steering, so you are now unable to steer. One of our testers reported that he almost had a fender bender as a result of this and the worst part is that you have to turn the system off every time you start the car.

The Fiesta's automatic transmission is no match for the DSG found in the Polo.

Meanwhile, the Fiesta 1.0T brings slightly more power to the tar with 74 kW and 170 Nm of torque developed by its 1.0-litre 3-cylinder turbopetrol engine. It’s also front-wheel-driven but equipped with a 6-speed automatic transmission (a torque converter, opposed to a dual-clutch 'box).

Although refined, we found that the Fiesta is best driven with a measured approach as the engine becomes noticeably strained when driven hard. The transmission shifts are not as smooth and seamless as we would have hoped and when in sports mode, it didn’t feel entirely sure what gear it wanted to be in. There are also steering wheel paddles that you can use to manually shift gears, but we found that because the transmission was quite slow to respond to inputs, it was better to let the transmission change gears on its own. The Fiesta carries a claimed fuel consumption figure of 5.2 L/100 km, but it proved to be thirstier than the Polo with a real-world average of 9.2 L/100 km, which is a critical point.

Overall, we think the Polo delivers its performance in a more pleasing and refined manner. The DSG transmission is excellent and the automatic transmission found in the Fiesta, which is fine for the daily commute but less so in cut-and-thrust driving conditions, is perhaps its biggest letdown.

Ride quality and handling?

The Polo offers the most comfortable ride, but the Fiesta is more agile and has better handling ability.

While the Polo is arguably best-in-class when it comes to ride comfort, the Fiesta really impressed us in this regard and is almost just as good as the Polo. Both vehicles offer impeccable manners on the road and both do an excellent job of ironing out imperfections on a variety of surfaces.

Noise Vibration and Harshness (NVH) has improved significantly in the Fiesta and the cabin is noticeably quieter while driving, bringing it up to the level of the Polo. While we maintain that the Polo’s ride quality is slightly better/more comfortable than the Fiesta (it’s very close), we do think the Fiesta is more fun to drive and offers superior handling performance compared with the Polo.

The Fiesta has always been a fun car to drive spiritedly and this new model is no different. Don’t get us wrong here, the Polo is wieldy and balanced, but the Fiesta is perceptibly better in this regard. The Fiesta is agile and more fun to drive with more front-end grip. Its dimensions, sporty tyres and weightier, more responsive steering setup makes it more sure-footed and involving to drive.

Interior and features?

The sleek interior design of the Polo exhibits excellent build quality and execution and will likely age well.

The Polo’s interior design is sophisticated in look and feel and its execution and overall build quality is excellent. In comparison, the Fiesta’s interior exudes more youthful appeal and represents a massive improvement over the previous generation. However, the Fiesta’s interior offers a mixed bag of materials of varying tactile quality and overall build quality doesn’t quite match that of the Polo. The HVAC (ventilation) switchgear in the Fiesta, however, is better but the instrument cluster is rather plain-looking compared to the instrument cluster in the Polo.

In terms of standard specification, however, Ford has equipped this Fiesta liberally – it’s literally unbeatable in this regard. It comes crammed with standard features such as an 8-inch touchscreen infotainment system with SYNC3, Bluetooth, voice control, navigation, App Connect, 2 USB ports, a multifunction steering wheel, cruise control, climate control (single-zone) air conditioning, rear park distance control… and our favourite winter feature — heated seats. It’s also worth noting that automatic headlights and rain-sensing windscreen wipers are standard on the Fiesta.

The 8-inch touchscreen infotainment system with SYNC3 is a major highlight in the Fiesta.

While the Fiesta has a comprehensive list of standard features, the Polo has a comprehensive list of optional features and you will have to spend a fair penny to bring the Polo up to the same level of specification. The 8-inch Composition Media system fitted to this Polo is optional (R5 297) and comes equipped with Bluetooth, voice control and App Connect, but you will still have to spend more if you want navigation.

In terms of safety, both cars offer 6 airbags, ABS with EBD, brake assist, electronic stability control, traction control and ISOFIX child seat mounts.

Overall, we think the Polo’s interior trumps the Fiesta’s in terms of styling and outright build quality, but the Fiesta’s long list of standard features makes it a very attractive proposition.

Practicality?

The Polo offers a bit more leg and knee room for rear passengers and it has a more practical load bay.

In terms of practicality, the Polo has the bigger boot at 350 litres and it is both deeper and wider than that of the Fiesta, which is claimed at 303 litres. Both vehicles offer 60:40 split-folding rear seats which greatly improves loading space when you need it. We found the rear leg- and knee room quite cramped in the Fiesta; the Polo was more forgiving in this regard. Our posteriors found the Polo's seats more comfortable overall.

Interestingly, we also noticed that the door pockets and bottle holders were larger in the Polo, affording more storage space. Both vehicles offer 2 front cup holders for the driver and passenger and there is ample storage space for extra oddments in their gloveboxes and central storage bins.

From a practicality perspective, the Polo stands out as a clear winner…

Pricing and value for money?

The Fiesta makes a strong case for itself with its standard feature specification and better warranty and service plan.

The Volkswagen Polo 1.0TSI Comfortline R-Line automatic is priced from R297 849 and comes with a 3-year/120 000 km warranty and a 3-year/45 000 km service plan. The Ford Fiesta 1.0T Titanium automatic, by contrast, is priced from R310 600 and is sold with a better 4-year/120 000 km warranty and an extended 4-year/60 000 km service plan.

Yes, the Fiesta Titanium automatic is over R12 000 more expensive than the standard Polo Comfortline R-Line automatic, but remember that the Fiesta offers a wide range of features as standard. In fact, you would have to spend more than R25 000 on optional features in the Polo to match the specification of the Fiesta, which actually makes the Polo some R13 000 more expensive. In that sense, and coupled with a better warranty and service plan, the Fiesta offers exceptional value-for-money, but that is only one part of the greater whole…

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

Verdict

The Fiesta offers exceptional value but brand strength, customer service and potential resale value make the Polo a better buy.

Both the Polo and Fiesta are superb cars in their own right and if your budget can stretch to just beyond R300 000 for a new car, then you can’t really go wrong with either of them as they are relatively practical and easy to live with on a daily basis.

The Polo remains the consummate all-rounder: in terms of general quality and refinement, everyday performance/economy, overall comfort and practicality it does not put a foot wrong. Having said that, the grown-up Polo no longer stands out above the opposition in the way it once did, because the Ford is also well-made and sophisticatedly packaged but is more fun to drive, and in standard guise, has more youthful appeal.

What's more, the Fiesta offers an exceptional package: it has a longer warranty, service plan and an extensive standard features list. In terms of maximising showroom appeal, Ford has gone to great efforts to smarten up its offering in a market where cash-strapped consumers are desperate to extract every little ounce of value that they can. Is that enough to swing the verdict in the feature-packed and spirited Ford's favour?

Both the Polo and Fiesta are excellent products that are easy to live with. Which one do you prefer?

What's pivotal here is that the latest results (2016/2017) of the Cars.co.za Ownership Satisfaction Survey shows that South African owners rank Volkswagen among the best when it comes to after-sales service and overall satisfaction, whereas Ford owners are comparatively less impressed. What's more, the German brand's ironclad reputation should ensure that the Polo will hold its value for longer – even though it may appear to be more expensive from the outset, you are likely to recoup your spend down the line when you decide to sell it in the used car market.

To date, this is the fiercest challenge the Fiesta has mounted in opposition to the dominant Polo, but for the reasons outlined in the review above, we think the Volkswagen Polo Comfortline R-Line automatic is ultimately the better buy. Don’t agree with us? Share your opinion in the comment section below…

Opel Grandland X (2018) Video Review

Opel has launched the all-new Grandland – stylish and modern SUV. However, it's entering one of the most competitive segments. Does it have enough going for it?

Opel really hasn’t had the easiest time since General Motors left the country last year, but with new global owners Peugeot, this brand is determined to win back the confidence of its customers here in South Africa.

Things are off to a good start: it’s only June and already the brand has grown in market share, launched the Crossland X, established a 35-strong dealership network and now, has brought to market its new flagship model – the Opel Grandland X. The new Grandland X enters a tough segment, absolutely teeming with strong competition, and will need to be more than just a good car to woo buyers.

In this review, we take a look at the engines available (hint: there's only one), the ride quality, boot space, infotainment system and of course, the price.

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5 Budget-Friendly Low Range Off-Roaders

If you like going over mountains when on vacation, instead of around them, here are 5 budget-friendly low range off-roaders that work in harsh conditions.

With each new SUV reveal, the low-range transfer case moves closer to being engineered out of existence. At the turn of the millennium, an automotive product planner would not dare market anything in an SUV shape, with all-terrain tyres, that didn’t feature a low-range shifter or push-button selector.

By 2025 all this has changed. Radically. In today’s market, it has become nearly impossible to find vehicles with reduction gears, that enable crawl speeds in technical terrain, for under R250 000.

Opportunely, there remain a few bargain low-range enabled vehicles still being marketed locally and for those first-time adventurers on a very limited budget, some excellent pre-owned options too. Most contemporary compact SUVs have excellent ABS modulated traction aids, which can help when you are required to navigate a sandy track or some muddy gravel roads, but in steep terrain, where maximum power is required at the slowest possible speed, nothing is a substitute for low-range.

Budget-friendly low range off-roaders are a niche market. But because South Africa has a strong off-road exploration and adventure driving scene, there are more options available than you might think. This is why we’ve curated a list of 5 budget-friendly low range off-roaders for South Africans.

Suzuki Grand Vitara R150 000 to R180 000

Perhaps the most stealth low-range equipped SUV of the last 20 years. Whilst the Lilliputian Jimny generates massive image equity for the brand, few are aware how good the third-generation Grand Vitara is. It’s one of the few sub-Fortuner sized SUV with both a ladder frame chassis and low-range transfer case.

The naturally-aspirated 2.4-litre engine is a touch asthmatic at altitude, powering up to only 122 kW and 225 Nm, but much like its more celebrated Jimny sibling, a third-gen Grand Vitara’s best attributes are only revealed once low-range is engaged. Ground clearance isn’t class-leading, at 200 mm, but it is sufficient.

Grand Vitara’s unique selling point is the way it simply idles along in extreme terrain, unbothered, thanks to its 1.97 reduction gearing, where similarly priced soft-roader SUVs will have fried their clutch-packs trying to keep up.

This Suzuki’s ladder frame platform also provides a structural benefit in its ability to absorb all the strain when plodding through cross-axle obstacles, without transferring shock to the cabin. This is unlike a monocoque soft-roader, which can develop cabin squeaks and creaks in rough terrain, due to the nature of its suspension mounting points not being isolated from the cabin structure in a unibody design.

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Suzuki Jimny R190 000 to R230 000

One of the world’s most iconic vehicles. The third-generation Jimny was a core part of Suzuki’s successful relaunch of the brand in South Africa during the late 2000s.

Very simple, and very effective little cars. But it’s always worth remembering that Jimny was created for a Japanese driving environment of slow highway speeds; without 100 km corrugated Karoo roads. It can struggle for context in the vastness of South Africa’s highway system, but it also has real talents in the African wilderness. If you know what you need – and what you are doing.

Although toy-like in appearance and abysmally slow when trying to keep up with any traffic on a national highway, the Jimny’s legendary status is indisputable and deserved.

Solid axles and a low-range transmission make the most of Jimny’s mere 63 kW and 110 Nm. In skilled hands, it can follow where most Defenders and Land Cruisers go, although the wheelbase-to-track ratio and high centre of gravity combine for a very unnerving experience when crawling around extremely off-camber, rock-strewn corners.

The absolute ground clearance of 190 mm might not sound like much, but Jimny’s compact dimensions mean tiny overhangs front and rear, hence it features very competitive approach and departure angles, enabling owners to explore dizzyingly challenging off-road routes. Jimny’s 46-degree departure angle is effectively unrivalled, which mean once you have rolled those front wheels into an obstacle, you’ll always manage to escape out of it.

There’s also more of a market for these now, albeit with advanced mileages, as owners have embraced the fourth-generation Jimny over the last few years, and upgraded. What to be careful of? Avoid ‘overlander-spec’ examples, which risk having been brutally overloaded. Other than that, there’s little to go wrong with these third-gen Jimny 4x4s.

Suzuki’s third-gen Jimny remains one of the defining budget-friendly low range off-roaders.

Search for a used Suzuki Jimny here

Mahindra Thar R190 000 to R210 000

The Indian imitation Jeep Wrangler makes a third-gen Jimny appear luxurious and refined. If you like seeing a lot of exposed metal in the cabin and like hearing gears meshing and diesel fuel being compressed into combustion energy, you’ll love the Thar.

It traces a history back to 1945, so the likeness to Jeep is not incidental. The off-road componentry is essentially a Borg Warner all-wheel-drive system, featuring a ridiculously powerful 2.48 crawler gear ratio in low-range. Ground clearance isn’t astounding at 200 mm, but like the Jimny, Thar’s compact size and short wheelbase don’t require it to have an abundance of underbody clearance to roll over obstacles. An example of this is the approach angle that calculates to 44-degrees and is 22% superior to a Land Cruiser 70.

Power is sourced from a 2.5-litre turbodiesel boosting 79 kW and 247 Nm, which suits slow terrain manoeuvring a lot more than motorway driving. At 1 805 kg, with a tank of fuel, Thar’s not a light Jeep-lookalike, and 79 kW is never going to move that kind of weight around swiftly.

Ponderous in town and nearly unbearable to pilot on tar, even in the far left lane of the N1, Thar’s charms are best reserved for those week long gravel and extreme off-road exploration adventures into Lesotho or Mozambique. It is truly one of the hardcore 5 budget-friendly low range off-roaders.

Search for a used Mahindra Thar here

Nissan Terrano

Although the available Terranos are getting on a bit in age, with South African models having been sold in a very narrow window between 2001 and 2002, it remains a curiously appealing SUV.

With a 2.7-litre turbodiesel engine good for 92 kW and 278 Nm of torque, and equipped with a low-range transmission, this was the unstoppable precursor to X-Trail. Cabin trim patterns were a touch wild and the two-tone exterior colour matching hasn’t aged well, but mechanically it remains an impressively capable machine. Ground clearance is 211 mm and with a limited-slip rear differential, there are very few places you won’t get to in one of these with low-range engaged.

Age does mean mileages are high, but a patient search can still be rewarded with a clean example, which perhaps saw kerb-crawling duty instead of grade 5 obstacle climbing, for around R65 000. Although the absence of electromechanical driver and off-road assistance systems limit the risk and cost of diagnosing and repairing an electric gremlin, Terrano’s age profile and the small number of units originally sold in South Africa, also mean that spares inventory is scarce and appropriately priced as such.

Terrano’s 2.7-litre Nissan diesel engine is impressive in its structural durability, even under extreme use in heat fatigue conditions, but the number one injector has a flow sensor which, when faulty, signals the electronic diesel pump to shut down, and will require attention.

Mitsubishi iO R80 000 to R120 000

Few brands rival Mitsubishi for off-road heritage. A total of eight overall Dakar rally raid wins established Mitsubishi’s reputation and before the compact SUV market descended into a collection of clutch-pack enabled all-wheel drive soft-roaders, there was iO.

Don’t be fooled by its size or lack of outright off-roading styling trinkets. Beneath the vanilla exterior, iO featured Mitsubishi’s celebrated Super Select 4WD-I system, which means low-range gearing with true crawling capability. It is very worthy of being included in any list of 5 budget-friendly low range off-roaders.

Powered by a naturally-aspirated 1.8-litre engine, cruising performance wasn’t spectacular but with 86 kW and 165 Nm, there are very few dune fields that an unladen iO can’t cross in low-range. Ground clearance is competitive for a vehicle of its size, at 205 mm, and Mitsubishi’s proven mechanical reliability means that this turn of millennium mini SUV is still a great buy even with healthy mileage on the odometer.

With its reasonably low weight and high revving naturally aspirated engine, this compact Mitsubishi is very adept on sandy tracks. Or dune driving. Making it one of the better Budget-friendly low range off-roaders for a Kalahari red dune desert driving tour.

Mitsubishi never sold iO in significant volumes, hence they are quite rare – but if you find a tidy one, market prices are between R60 000 and R70 000. The mechanical risk profile for iO is negligible: a naturally-aspirated petrol engine and Mitsubishi’s proven Super-Select 4×4 system are amongst the most reliable automotive components ever produced. Steer clear of any iO featuring ride-height modifications, as the tightly packaged factory suspension components left virtually no margin for alteration.

Search for a used Mitsubishi iO here

Bonus inclusion – First Gen Kia Sportage R80 000 to R140 000

We know it says 5 budget-friendly low range off-roaders, but there’s always a worthy outlier worth including.

The first generation Kia Sportage landed in SA in 1998 featuring the chassis from a Mazda taxi (Mazda Bongo – google that) and several Mazda engines. We were adorned with a 2-litre 4-cylinder DOHC petrol engine with 94 kW and 175 Nm. Initial models lacked air-conditioning but it was later added and is certainly a must-have for off-roading, even if it’s likely to sap a fair chunk of the 94 kW.

Accessing the boot was a complex task as the spare wheel had to be swung away from the car in order to access the 400 litres of boot capacity. The Sportage was pretty decent on-road and held its own off-road too with a 1.981 to 1 transfer gear. An approach angle of 39 degrees and departure angle of 37 degrees is decent as is the claimed 216 mm of ground clearance.

These appear to be pretty sturdy vehicles with few problems other than the odd injector sensor going on the blink that leaves a dashboard light glowing in your face. It has a tendency to wear through brakes quite quickly and the rear hinge for the spare wheel wears out unless you pay attention to it.

Search for a used Kia Sportage here

BMW 630d Gran Turismo (2017) Review

In a bid to replace the ugly duckling 5 Series GT, BMW has restyled its executive-class hatchback and renamed it the 6 Series GT. We spent some time with the torquey 3.0-litre turbodiesel derivative to see if the changes are more than skin deep.

We like: Silky smooth ride, punchy turbodiesel engine, looks better than the old 5 GT.

We don’t like: Likely to fall foul of the market's predeliction for SUVs.

Alternatives

A desirable SUV: The Range Rover Velar is an eminently stylish, very attractive executive SUV and, dynamically it’s pretty good too. With the D300 turbodiesel engine, it doesn’t lack in the performance stakes either.
A coupe SUV: The Mercedes-Benz GLE Coupe makes a stylish proposition at the cost of some practicality, due to the sloping roof. Still, SUVs appear to have more appeal and stylish designs to them than hatchbacks and station wagons nowadays.
A station wagon? Normally we would offer up a 5 Series Touring or an E-Class Estate, but South Africa does not import them anymore. Truth be told, they don’t sell well enough to warrant coming in, which is a shame.

Compare the specs of BMW 6 Series GT to the Range Rover Velar and Mercedes-Benz GLE here

What is it?

Part 7 Series, part 5 Series – the 6 Gran Turismo is purported to blend the best parts of both sedans.

It’s a new 5 Series GT. Remember that big Heffalump-looking thing of a few years ago (if you don't know, a Heffalump is a purple elephant-like character in Winnie the Pooh)? BMW’s attempt to combine a hatch with a station wagon and an SUV led to a Frankenstein mishmash that was extremely practical and refined, but distinctly lacked that head-turning kerb appeal that buyers want. It failed almost everywhere, except China.

The newly renamed 6 Series Gran Turismo (6 GT) is lower by some 21 mm and no longer features that cinema-style rear seating arrangement in the rear. The sloping roofline actually means that the rear end is 64 mm lower than that of the old 5 GT.

Thanks to BMW’s adaptable platforms, the 6 GT is actually part 7 Series, part 5 Series and is strangely standard with air suspension at the rear, but not at the front (although you can opt for full air suspension). The 6 GT is 87 mm longer, but remains the same width as its predecessor. It also has the same wheelbase as a 7 Series, which means you get an extremely spacious car inside and out.

How does it fare in terms of…

Space and practicality?

There's a 610-litre luggage bay in the 6 GT, but fold the seats down and it trumps comparative SUVs with its 1 800 litres of utility space.

It’s fair to say that most people who'd consider a 6 Series GT require the added versatility and occupant space that the hatchback-styled 6 GT offers over and above a regular 5 Series. In that sense, the 6 GT delivers: the hatcback opens to reveal 610 litres of loading space, which is just about on par with its SUV competitors. Once you fold down the rear seats, however, you get 1 800 litres of utility space, and that’s more than the previously mentioned Velar or GLE Coupe can offer. The space is also more accessible as its lower than an SUV and appears to have a particularly wide entry.

With the seatbacks restored in their upright position and passengers ensconced in the rear seats, there is an abundance of rear legroom available – it’s huge in the back, in fact. What's more, headroom is fine for adults in spite of the sloping roofline.

Super luxurious rear seats (enhanced with optional rear entertainment systems) offer more than enough legroom.

Rear seat entertainment can be added for R34 000. The upgrade entails a pair of 10.2-inch monitors in the rear with wireless headphones, this should keep rear passengers entertained with DVDs, music and if you have a sim card installed, internet access.

Kerb appeal?

In terms of aesthetic appeal, the 6 GT represents a definite improvement over the dowdy 5 GT, although the harshest cynics may argue that that is not saying very much. The lower, sloping roofline looks more modern and gives the Bimmer a sleeker appearance overall. The retractable rear wing gives it added presence, but does seem a little out of place on a GT car meant for transorting people (and their detritus) in comfort.

The sleeker design of the 6 GT is pleasing and the retractable rear wing adds a bit of road presence.

The pillarless doors are a stylish upgrade and seem like a good idea at first but in the end, you're likely to spend more time chastising yourself for getting grubby fingerprints all over the windows.

Ultimately, however, the 6 GT just doesn’t have the same attractive shape or design that some modern SUVs have. There aren’t many good examples of sedans that work as stylish crossovers, but there are a number of SUVs that have enormous visual appeal in coupe shape and aren’t horrible in the dynamics department. Range Rover Velar, Mercedes-Benz GLE Coupe and the Alfa Romeo Stelvio spring to mind.

Performance?

Even with low-profile run flats the 6 GT cushions out bumps.

The 3.0-litre turbodiesel unit in the front of the 6 GT showcases how good a turbodiesel can actually be. It manages to haul the 2.0-tonne car around with ease, feeling adequately brisk off the line and then cruising on the highway with 190kW/620 Nm available at the quickest dab of the throttle.

Its claimed 0 to 100 kph tune matches that of a modern hot hatchback (6.1 seconds), but the motor really shines in terms of its in-gear acceleration.

Ride and comfort?

BMW has tried to give the 6 GT 7-Series levels of comfort with 5-Series dynamics, but if you look at the adaptive ride settings, they've been altered to read Comfort Plus, Comfort and Sport. There's no Sport Plus… That should give you some idea of where BMW really wants to position this car.

It may just be the most comfortable BMW we've driven to date.

To put it simply: the 6 GT is just about the most comfortable BMW we have ever tested, the suspension even softens out the usual ride-firming effect of the (more-rigid-by-design) run-flat tyres. The additional air suspension at the rear has really helped to soften out the thuds without making it overly saggy. Comfort is the best setting, entering Comfort Plus overdoes the cushioning effect, but might suit a particularly bad road.

Granted, the newcomer does lack some of that intrinsic sportiness (for which BMWs are renowned) when you usher it onto a dynamically-challenging piece of road. It holds itself upright in the bends well and is responsive to steering inputs, but it feels too big and cumbersome to be a regarded a driver’s car. Put that to one side though, as this really is a comfortable car for just about any journey, especially long ones.

Interior features?

The 6 GT borrows its interior design and layout from its 5 Series sibling.

Although the generic look of contemporary BMW interiors may lead people to believe that the Munich-based firm sacked its interior designers in the 90s… and never bothered to replace them, the 6 GT is laced with onboard tech that boasts easy-to-use functionality. The large infotainment system (controlled by the iDrive wheel and touchpad) is one of the best systems on the market. Everything is easy to find and the menus make sense.

Gesture control is available, so you can turn up or down the volume with a circular swivel of your finger or, alternatively, answer or dismiss a call with a wave of your left hand. Adaptive cruise control is always a nice-to-have and works from standstill up to 210 kph. It’s great in traffic, where, in combined with semi-autonomous steering, all you have to do is touch the throttle every now and then to get the car away from a stop.

The instrument cluster features a digital display that changes colour depending on the driving mode selected.

There’s a fair amount of extra kit to choose from in the options department, with features such as real-time traffic proving very useful, or you can opt to utilise Android Auto or Apple Carplay and do it all through your 'phones apps.

There are also 3 sound systems to choose from: a loudspeaker hi-fi system, an R18 500 Harman Kardon 16-speaker system or a R67 600 16-speaker Bowers and Wilkins system replete with 2 subwoofers and synthetic diamond tweeters.

Pricing and Warranty

Specified with the M Sport trim package (as this particular test unit was), the 630d GT costs R1 190 016. Base price for the 630d GT starts at R1 127 316. Included is a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.

Verdict

Even with its excellent ride and powerful engine, there's a notable lack of desirability to the 6 Gran Turismo.

The 6 Series Gran Turismo is undoubtedly a vast improvement on the visually-challenged 5 GT. It's sleeker, lower and more on trend in terms of its design. Passengers certainly don’t lack for space or onboard technologies and there’s a capacious luggage bay as well.

The general ride quality is sublime; it ably demonstrates that BMW can successfully produce comfort-oriented cars. The downside is that, should you feel inclined to test the car's sporty abilities, it doesn’t quite have the traditional "BMW fizz", but it holds well up for a comfort-oriented 2-tonne car.

The difficulty comes when considering that, at around R1 million, there are some very appealing SUVs that offer largely more visual appeal and road presence. The 6 GT will fade into the background when parked next to a Range Rover Velar, for example, and while the 6 GT and Velar may not be direct competitors, if you’re planning to spend this much money on a new car, appeal and recognition will most likely rank high on your priority list.

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Jeep Renegade facelifted for 2019

The Jeep Renegade has been facelifted internationally and will be making its way to South Africa in early 2019. Here's what's changed.

The Jeep Renegade was first launched back in 2014 and made its debut in South Africa a year later in 2015. It was a big step forward for Jeep as the Renegade was the brand's first foray into the B-segment and it was the first Jeep to be assembled in Italy. The Fiat 500X also shared a platform with the Renegade, although has not been as successful locally. A facelifted version has been announced and, on the back of record sales for the Jeep brand in Europe, the new-look Renegade will subsequently be rolled out to the rest of the world.

Visually, it has not changed dramatically and still retains those rugged Jeep looks. The key changes include all-new engines, more safety features and updates to the infotainment system. Starting with the engines, there is a new 1.0-litre turbocharged three-cylinder petrol motor pushing out 90 kW and 190 Nm. Next up is a 1.3-litre turbo four-cylinder petrol with 110 kW and 270 Nm. There are revisions to the 1.6-litre and 2.0-litre turbodiesel engines too. All Jeep Renegades can be mated to a six-speed manual gearbox, 6-speed dual-clutch transmission or nine-speed automatic.

The facelifted Jeep Renegade features faster infotainment systems and more safety

Inside, the new 2019 Jeep Renegade is available with one of three infotainment systems depending on trim. There's a UconnectTM 5-inch, UconnectTM 7-inch or UconnectTM 8.4-inch with navigation. All feature touchscreens and uprated processors for faster responsiveness. The climate control and audio controls have been merged into this system, reducing the number of buttons in the cabin. Apple CarPlay and Android Auto functionality are also available. It'll be one of the safest vehicles in its class and has six airbags and ESC as standard. Also in the mix is ERM (Electronic Rollover Mitigation) which attempts to reduce the chance of the vehicle overturning. The Jeep Renegade now has Lane Sense Departure Warning Plus and Intelligent Speed Assist with Traffic Sign Recognition. It can also park itself automatically. As an option, you can specify some semi-autonomous safety features in the form of Forward Collision Warning with Active Emergency Braking and Adaptive Cruise Control.

The 2019 Jeep Renegade is available in four flavours: Sport, Longitude, Limited and Trailhawk. The Trailhawk is the most off-road-focused Renegade available and it boasts ground clearance of up to 210 mm as well as dedicated off-road modes. We'll confirm local specifications and details closer to the launch in early 2019.

Despite it being the baby Jeep in the family, it's still exceptionally capable when the going gets tough

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All-new Volvo S60 Revealed and It’s Coming to SA

Volvo has revealed an all-new S60 as well as a new factory in the United States. The S60 has also been confirmed for South Africa. Here's what you need to know about the new sexy Swede.

Volvo has built a car factory in Charleston, South Carolina and the new S60 is the first vehicles to roll off the line. This new S60 is the first Volvo to be assembled in the US and it shows that the Swedes are keen to grab a slice of the sedan market out West.

"The new S60 is one of the most exciting cars we've ever made," said Håkan Samuelsson, president and chief executive of Volvo Cars. "It is a true driver's car that gives us a strong position in the US and China sedan markets, creating more growth opportunities for Volvo Cars."

This new Volvo S60 is unique for one main reason. It's the first Volvo to be sold without a diesel engine, showing that the brand is keen to press on with its electrical plans for the future. Assembled on Volvo's Scalable Product Architecture (SPA) which forms the basis of many of the brand's products (XC90, S90 and XC60 to name a few), the new S60 continues the tradition of Volvo products being some of the safest vehicles on the road. There's plenty of semi-autonomous technology which will intervene if the driver doesn't react fast enough.

A 305 kW Volvo S60 tuned by Polestar Engineered could be a real alternative to a BMW 340i and Mercedes-AMG C43

Volvo South Africa has expressed interest in bringing the new S60 here. When it comes in 2019, the new Volvo S60 will be offered with two turbocharged petrol engines (T4 and T5) as well as the super-and turbocharged T6 model. The T8 Twin Engine is being looked at and is under consideration. For the performance fans, there will be an S60 with a handling upgrade it calls 'Polestar Engineered', which introduces sportier wheels, uprated brakes, sportier suspension as well as a tweak to the engine's power unit, resulting in a power increase to 305 kW. We hope that Volvo SA greenlights this model!

We'll have more details and specification for the SA market closer to the launch.

2019 Volvo S60 Product Walkaround Video

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BMW i3 and i8 Roadster (2018) Launch Review

The next chapter of BMW i in South Africa commenced this week when the Munich-based marque launched the facelifted i3 and i8, as well as the eye-catching i8 Roadster, in the Western Cape.

When BMW introduced its i brand in South Africa back in 2015, many were sceptical. Would South Africa's fledgling EV infrastructure be able to support the vehicles? Would they be "too niche" and sell in very limited numbers, primarily on account of their novelty value? We can confidently say that today, 3 years post-launch, the answers to these questions are a resounding YES and NO! South Africa has made substantial progress in terms of establishing support for electric vehicles and several BMW i products have found homes in South Africa. The recently facelifted i3 and i8 have now made landfall in South Africa and they're joined by the i8 Roadster – the sensational looking droptop version of the i8 Coupe.

BMW i3

The facelifted BMW i3. Keen-eyed spotters will recognise the LED headlights and LED indicators.

Despite its quirky styling, the i3 has quickly become the best-selling electric car in the premium compact segment – it comfortably outsells the Nissan Leaf, of which the latest version has yet to be released in SA. The facelifted BMW i3 brings with it a number of changes, both inside and out. Visually, you'd be hard-pressed to spot the updates, but upon closer inspection, you can notice some tweaks to the front and rear styling, which give the car a sportier feel; LED headlights are now standard and LED tech has been adopted for all lighting functions in the vehicle. Some new colours are available too, but despite the changes, this is still unmistakably a BMW i3. Inside, there's a revised iDrive system with navigation and ConnectedDrive software developed especially for the i3. The voice recognition system has been upgraded and you can specify Apple CarPlay.

It's available in two flavours, fully electric and Range Extender (Rex). The Range Extender comes with a 28 kW 2-cylinder petrol engine. It is important to note that this petrol engine does not drive the wheels, but rather functions as an onboard generator to provide more electricity when the batteries are flat. So when you're driving and your range runs out, you'll hear a faint hum as the engine kicks in to generate power for the electric motor, which features in both versions and delivers 125 kW and 250 Nm. Thanks to the instant responsiveness, the BMW i3 is capable of sprinting from 0 to 100 kph in 7.3 seconds. The newcomer further features new lithium-ion batteries that are claimed to provide a range of 200 km in general use. The BMW i3 REX will go a bit further and you'll find you should be able to get 250 km out of a full charge and (small) tank of petrol.

A facelifted BMW i3 charging at one of the solar-powered charging ports.

One of the aspects of the BMW i3 that we really appreciate is the use of recycled materials in its production. Officially, BMW claims more than 80% of the visible surfaces in the i3 are made from either renewable resources or recycled materials such as plastics and fibres.

What's it like to drive? Well, it still offers that addictive instant acceleration (by virtue of having full torque available from a standing start) and, as a result, inner-city driving is a pleasingly simple affair. Over time, the i3 encourages a single-pedal driving style; it has such an aggressive brake recovery system to harvest additional electricity, that the act of releasing the accelerator pedal induces the same feeling as lightly applying the brakes. The deceleration effect is substantial enough for the car to trigger its brake lights to signal that there's a notable reduction in speed.

From a standstill, there are very few conventional vehicles (at least of its size and power output) that can keep pace with a BMW i3, making it amusing to pilot in the city as you rapidly and quietly scoot away from slower traffic. With no gears, there's no hesitation in power delivery and you just ride this lovely wave of (seemingly unburstable) power. The steering is light, with decent weighting at slower speeds and this gives you some confidence when you want to "stretch the car's legs". But remember, the tyres are very narrow (to reduce rolling resistance); as a result, ultimate grip levels aren't very high. Our test route was wet thanks to seasonal rain and careless driving resulted in the traction control having to intervene.

The i3's electric engine makes it most enjoyable to wield around town, with instant acceleration just a stab of the pedal away.

BMW i8 and i8 Roadster

Since its global reveal back in 2014, the distinctive i8 sports hybrid has wowed many with its high-tech powertrain and breathtakingly futuristic looks. That petrol/electric powertrain has garnered International Engine of the Year titles 3 years in a row and the plug-in technology has been shared across the BMW family; the i8 is rightly the talisman of the i Performance range. For those who appreciate the purity of the original design, there are thankfully no dramatic changes on the surface and we're glad to see the stylish gullwing doors have been retained on both coupe and roadster.

Under the skin, there have been substantial revisions to the plug-in hybrid technology, however. There's a higher power output and, as efficiency has been improved, the theoretical range is longer too. BMW claims the battery cell capacity has been increased from 20 to 34 ampere-hours (Ah) and gross energy capacity from 7.1 to 11.6 kilowatt-hours (kWh, net energy capacity: 9.4 kWh). The new numbers make for impressive reading… The revised turbocharged 3-cylinder petrol engine produces peak outputs of 170 kW and 320 Nm, while the electric motor now boasts 105 kW and 250 Nm. Together, they produce 275 kW and 570 Nm, which is enough to see the i8 hurtle to 100 kph in 4.4 seconds – very quick for a plug-in hybrid.

The facelifted i8 and i8 Roadster retains the gullwing doors and the futuristic looks are still as outrageous and awesome as ever

The i8 Roadster is a tad slower at 4.6 seconds. The petrol engine drives the rear wheels and the electric motor works its magic on the front wheels. If you want, you can drive on pure electric power alone and the EV-mode range has been substantially increased to 55 km (53 km for Roadster). Previously, it could only manage around 30 km. It can also drive at speeds of up to 120 kph on electric power only.

We spent most of our time behind the wheel of the new BMW i8 Roadster and despite the rainy conditions, we felt compelled to put the roof down. It's able to open and close in around 15 seconds at speeds of up to 50 kph, something we put to the test. The Roadster loses its 2+2 seating arrangement due to the roof mechanism and is now strictly a 2-seater with an extended parcel shelf, which is perfect for a brace of laptop bags.

What's the BMW i8 Roadster like to drive? Well, thanks to a combination of lightweight construction, responsive powertrain and low centre of gravity, the BMW i8 is a joy to pilot. You sit low down, which gives you that real sportscar sensation and the quick steering and negligible body roll means the i8 darts around with eagerness. Strangely, we noticed a few hints of scuttle shake in the BMW i8 Roadster, which is strange given the vehicle's solid carbon fibre tub, but on the whole, the vehicle's stiffness and rigidity really make it feel like a hands-on driving machine.

The i8 at at full throttle uses a combination of petrol engine and electric motor for some surprisingly quick performance

Flick through the various drive modes (Eco, Comfort, Sport) and you'll notice the car's demeanour changes dramatically, replete with distinct (and appropriate) colour schemes and themes displayed on the digital dashboard. Sport is intense and urgent, with a soundtrack to match. When you lift off the throttle after hard acceleration, the exhaust emits delightful pops and burbles. For maximum involvement, you can take control of the gear shifts yourself by utilising the well-positioned paddles on the steering wheel. With its "effective" all-wheel-drive configuration, the vehicle is unlikely to be unwieldy; even inexperienced performance drivers will be able to pilot the i8 with confidence…

However, while the i8 and its i8 Roadster sibling are pleasurable to drive, you feel that there could be more on offer. Perhaps BMW i is deliberately holding back and keeping a higher performance version on hold until the technology becomes more widely accepted and proven to be reliable in the long run, but we feel that with a platform as performance-focused as the i8, it has a lot more to give.

The cabin of the i8 is futuristic, yet ergonomically sound (in the traditional sportscar way…).

Infrastructure future and summary

The continued roll-out of charging stations across South Africa remains critical to the BMW i3 and i8's sustainability. As it stands, there are almost 60 in South Africa, the vast majority of which are in major cities. What's not being counted are the installations where companies and private owners have invested in their own charging stations. Through the agreement between BMW and Nissan, where both manufacturers are rolling out charging stations that can charge the German and Japanese products at the same unit, private entities have opted to install wall boxes at their premises.

On our launch route, we started at the V&A Waterfront (the shopping complex located in Cape Town's harbour), which has a dedicated electric car charging area, we then proceeded to Constantia Village, where there's a single charger next to the petrol station, before stopping for a coffee at the Rust en Vrede wine farm. This estate has invested substantially in solar panels and these power the BMW/Nissan charger, which is how it should be. Our lunch stop was at Bosjes Estate, near Worcester, which also has invested in some electric car charging infrastructure. It was really impressive to see and if it hadn't been for the readily available chargers, our route would have been dramatically shorter.

A brace of BMW i3 test units at Rust en Vrede wine estate awaiting a charge. Note the solar panels on the roof, which powers the car charger. This is how it should be done!

As for the BMW i3 and i8, both products have been improved significantly enough to remain relevant in our market (the Jaguar I-Pace is waiting in the wings); indeed, they're not novelties. As battery technology advances at such a rapid rate, it wouldn't surprise us to see successors to the i3 and i8 that are capable of even greater ranges. While we'd all love to cruise on a beautiful scenic road in an i8 Roadster with its top down, its target market is tiny. Realistically, the i3 Range Extender is the most practical (range anxiety-proof) option if you want a slice of the future of motoring.

But the BMW i8 has improved and its eco credentials are even higher than before. Sportscar performance with our launch route fuel consumption hovering around the 7.0 L/100 km mark sounds like fiction, doesn't it? On the other side of the coin, despite its hybrid eco skillset, the BMW i8 is still a marvellous vehicle to drive. To think that people were scared that all electric cars and plug-in hybrid vehicles would be boring to drive. Brands like BMW (and Tesla) are determined to prove that driving can still be an enjoyable pastime without negatively impacting on the environment…

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Mercedes-Benz Sprinter (2018) International Launch Review

Available in a staggering 1 700 configurations and packed with the latest comfort and safety technologies from Mercedes-Benz, the new Sprinter family of vehicles attempts to redefine the commercial van category. It arrives in South Africa early next year and we had a preview drive in Slovenia.

The S-Class of vans?

On the road

Verdict

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Hyundai H1 (2018) Specs and Price

The Hyundai H1 has been refreshed for 2018 and is now available for sale in South Africa. Here are specification and pricing details for the 2018 Hyundai H1.

2018 Hyundai H1 Price in South Africa

Further Reading

Want to buy a Hyundai H1?

Volkswagen Polo GTI: Old vs New

Dimensions

Engines

Performance

Cabin

Final Thoughts

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Searching for a used Polo GTI?

Comparative Review: Ford Fiesta vs Volkswagen Polo (2018) [w/video]

At a glance

What are we comparing?

How do they fare in terms of…

Kerb appeal?

Performance and refinement?

Ride quality and handling?

Interior and features?

Practicality?

Pricing and value for money?

Verdict

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Opel Grandland X (2018) Video Review

Opel has launched the all-new Grandland – stylish and modern SUV. However, it's entering one of the most competitive segments. Does it have enough going for it?

Further Reading

Want to buy an Opel Grandland X?

5 Budget-Friendly Low Range Off-Roaders

If you like going over mountains when on vacation, instead of around them, here are 5 budget-friendly low range off-roaders that work in harsh conditions.

Suzuki Grand Vitara R150 000 to R180 000

Suzuki Jimny R190 000 to R230 000

Mahindra Thar R190 000 to R210 000

Nissan Terrano

Mitsubishi iO R80 000 to R120 000

Bonus inclusion – First Gen Kia Sportage R80 000 to R140 000

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BMW 630d Gran Turismo (2017) Review

In a bid to replace the ugly duckling 5 Series GT, BMW has restyled its executive-class hatchback and renamed it the 6 Series GT. We spent some time with the torquey 3.0-litre turbodiesel derivative to see if the changes are more than skin deep.

Alternatives

What is it?

How does it fare in terms of…

Space and practicality?

Kerb appeal?

Performance?

Ride and comfort?

Interior features?

Pricing and Warranty

Verdict

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Searching for a used 5 Series Gran Turismo

Jeep Renegade facelifted for 2019

The Jeep Renegade has been facelifted internationally and will be making its way to South Africa in early 2019. Here's what's changed.

Further Reading

Want to buy a Jeep Renegade?

All-new Volvo S60 Revealed and It’s Coming to SA

Volvo has revealed an all-new S60 as well as a new factory in the United States. The S60 has also been confirmed for South Africa. Here's what you need to know about the new sexy Swede.

2019 Volvo S60 Product Walkaround Video

Further Reading

Want to buy a Volvo S60?

BMW i3 and i8 Roadster (2018) Launch Review

The next chapter of BMW i in South Africa commenced this week when the Munich-based marque launched the facelifted i3 and i8, as well as the eye-catching i8 Roadster, in the Western Cape.

BMW i3

BMW i8 and i8 Roadster

Infrastructure future and summary

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Interested in buying an i8?

Want to buy an i3?