I-Pace coming to SA: How Jaguar hopes to make it work

The I-Pace is Jaguar's first all-electric car, but as it has no proprietary recharging infrastructure in place in South Africa (where the newcomer will be launched in 2019), how does the Coventry-based premium brand plan to get the ball rolling and dispel doubts about range anxiety, charging station locations and reliability?

In March this year, Jaguar unveiled its first electric vehicle, the I-Pace at the Geneva Motor Show and via a global livestream. Regarded as the first true competitor to the Tesla Model X, the I-Pace will be fitted with an in-house designed, liquid-cooled 90 kWh Lithium-ion battery that is capable of obtaining an 80% charge in 45 minutes using a DC 100 kW charger. One full charge has a claimed range of 480 km.

The car is expected to arrive in South Africa in the first half of 2019, which is now more or less a year away. And the biggest question that remains, without a doubt, is does the republic have enough infrastructure to sustain growth in the sales of full EVs?

When the I-Pace lands next year, it will have the largest range of any EV on sale in SA.

Jaguar Land Rover South Africa’s public relations officer Izak Louw confirms that the company has invested close to R1 billion in upgrades to dealer facilities in preparation for the arrival of the I-Pace and other electrified vehicles such as the new Range Rover and Range Rover Sport plug-in hybrid (PHEV) models. As a result, by the time the I-Pace arrives, 32 charging points will have been installed at all Jaguar Land Rover retailers.

Britain’s largest vehicle manufacturer has already invested £15 billion (R247 billion) on products and new technology in the last 5 years and aims to offer some degree of electrification on every new Jaguar Land Rover model from 2020 onwards, globally.

In preparation for the introduction to the South African market, Jaguar Land Rover (JLR) has engaged with government, energy providers, and the industry. The success of any new technology depends largely on demand, supported by infrastructure.

Jaguar showed off the I-Pace's speed by racing it against a Tesla Model X and winning.

“Government has a key role to play, currently electric vehicles do not benefit from trade agreements,” says Louw. “Government can also stimulate the development of, and investment in, the necessary infrastructure for electric vehicles.”

JLR is currently engaging with stakeholders on compliance and legal issues, but cannot comment further about this. However, the company, along with industry partners like the Electric Vehicle Industry Association (EVIA) have lobbied for more favourable duty rates.

“Currently Electric vehicles do not benefit from trade agreements i.e. Internal Combustion (ICE) engines sourced from the UK have an 18% duty rate, but Battery Electric Vehicles (BEV) are subject to 25% duty,” adds Louw.

Hiten Parmar of the EVIA says the processes that define local market introductions would be relative to the respective operating environment for electric vehicles across import duties, taxes, and incentives. “Currently in South Africa, the status taxation of electric vehicles is not conducive for new model introductions due to the high import duty and ad valorem, which totals in the region of 43% and, as such, consumers are faced with additional costs within pricing of electric vehicles in South Africa,” says Parmar.

The interior is original to the I-Pace featuring displays that help to get the most out of your electric range.

EVIA says there is a collaborative effort within the respective industry stakeholders for a request to the International Trade Administration Commission (ITAC) of the Department of Trade and Industry for a reduction of the import tariffs imposed on electric vehicles.

While there is no current local manufacturing of electric vehicles in South Africa by any manufacturer, there should ideally be a more favourable import tariff schedule for electric vehicles in order to grow the uptake of electric vehicles. “The high import tariff for electric vehicles is structured to protect a local manufacturing industry that neither builds nor assembles electric vehicles,” Parmar says, quite pointedly.

The I-Pace still needs to stand up to the inherent sportiness of the Jaguar brand, we eagerly await a full test of it.

In the meantime, JLR says its biggest challenge with launching an electric car in South Africa comes down to 3 things: range anxiety, battery life, and infrastructure.

Louw says South Africans have had very limited exposure and experience with BEV, and that range anxiety tends to be a primary question with consumers. “Consumers are used to products with 180 km to 300 km range limit with extended charging times. I-Pace will deliver up to 480 km range and typical 50 kW charger can deliver up to 270 km of range per hour.”

Louw also believes that the likelihood of battery failure is driven by laptop and phone experience and some adverse EV publicity. “Jaguar Land Rover will offer an 8-year or 160 000 km warranty and is redeemable if the battery drops below a 70% state of health. This warranty will provide total peace of mind to all BEV customers.” Comparatively, new Jaguar cars come with a 5-year/100 000 km warranty as standard.

An 8-year/160 000 km warranty on the I-Pace is quite a statement considering all other Jags come with 5-year/100 000 km warranties.

To address the infrastructure issue, the company is aware that consumers are faced with a disjointed public charging infrastructure, and will offer a robust home charging strategy backed up by public charging. The company is also in talks with numerous stakeholders on charging infrastructure, but cannot confirm anything at this stage. The 2 other local players, BMW and Nissan teamed up to provide dual charging stations (stations equipped with 2 different plugs) for consumers. The new I-Pace is compatible with the BMW port and could theoretically be used by both BMW i owners and Jaguar I-Pace owners. This means that Jaguar owners would have access to 86 charging points around the country.

JLR says all its dealerships around the country will be ready for the I-Pace launch next year, offering full sales and service capabilities with charging facilities at all retailers. Louw says they have received “unprecedented levels of interest” for the I-Pace already and those who registered on the website will be contacted first to place their orders next year.

Pricing for the I-Pace has not been announced yet, but Jaguar has indicated that it will include an installed home charging solution.

Even More Hardcore BMW M4 GTS on the Cards

Spy photographers have spotted what looks to be a more track-focused version of the BMW M4 GTS. Could this mean the pinnacle of the M4 range will be getting an upgrade soon?

Image credit: S. Baldauf/SB-Medien

The current BMW M4 GTS is just about as hardcore as a car can get without sticking a set of slicks on it and entering it in a race series. It seems BMW has more in mind for the GTS as these new spy shots show a more hardcore version could be on the way.

These images show an M4 GTS with larger front air intakes and an even higher and bigger rear wing. There also appears to be a bootlid spoiler as well, likely further improving the downforce of the new model. The front also features canards or dive planes on the side adding to front-end downforce. There's also downforce aids along the side skirts and a proper, race car spec rear diffuser.

It's not clear what BMW plans to do with a car this hardcore as it would be unbearable to drive on road and it already has a GT3 race car in the form of the M8 GTE. Further developments will no doubt shed more light on this new development.

Ford Figo (2018) Launch Review

In an effort to stay relevant in South Africa’s ultra-competitive budget car segment, Ford has revitalised its Figo hatchback, which now features improved exterior/interior styling, equipment upgrades and a new engine! We attended the launch in Gauteng this week to experience the changes for ourselves…

The Figo competes with a host of well-established products, including the Suzuki Swift, Toyota Etios, and, of course, the dominant Volkswagen Polo Vivo. Ford holds a 6.0% share in the budget segment and, with this latest Figo, the Blue Oval is aiming to increase that number substantially.

Look at: Ford Figo (2018) Specification and Pricing

Ford Figo: Highlights

The Figo gains a new grille design that gives it a cleaner, more sophisticated look.

We headed to Pretoria to sample the latest Figo in both hatchback and sedan guises. Although an aesthetic critique is entirely subjective, most people will probably agree that the look of this new Figo represents an improvement over that of the previous version – the new grille design is perhaps its most striking feature. In range-topping Trend specification, the grille is finished in chrome and it gives the Figo a more sophisticated look.

The juicy news, however, comes by way of a new 3-cylinder, 1.5-litre petrol engine that now powers the Figo range and offers a heady 88 kW and 150 Nm of torque. Buyers favour petrol engines in this segment and Ford is therefore no longer offering a turbodiesel engine in the range.

The Figo's new 1.5-litre, 3-cylinder engine offers good performance courtesy of peak outputs of 88 kW and 150 Nm.

Our launch route started behind the wheel of the Figo Trend hatchback fitted with a new 6-speed automatic transmission.

We were delighted with the performance of this perky new engine. The Figo surges forward with purpose and felt punchy from the get-go. Granted, mechanical noise increases substantially under hard acceleration (as the transmission holds on to the gears to squeeze the most out of the engine), but we quickly learnt that feeding power moderately yielded the best results. If you want to achieve smoother, seamless acceleration, the automatic transmission is best driven with a measured approach. Hill Start Assist will help you achieve the perfect pull-away on steep inclines.

The steering, although a tad vague, felt playful and the Figo delivered a relatively pliant general ride quality during our 130-km test drive.

The interior has improved somewhat, but mounted steering wheel controls and steering reach adjustment are not offered.

The launch of the Figo incorporated an interesting tour of Ford’s Silverton production facility, where Ford Ranger and Everest derivatives are built for the local and international market. The facility was recently upgraded in preparation for production of the new Ford Ranger Raptor in 2019. We were soon back on the road and set the Figo on a course for the mining town of Cullinan.

The interior has improved somewhat with a new design for the centre console and we particularly liked the smartphone docking solution seen on the top of the dashboard. You simply plug your smartphone into the USB port provided and then prop it up with the lid, which gives you easy access to your navigation while driving. The standard radio system is basic, but it offers Bluetooth and is connected to 4 speakers. What more do you need?

A smartphone docking station is a useful feature found in the Figo.

However, the Figo also has its flaws. Firstly, the steering wheel is only adjustable for rake and does not come equipped with mounted steering controls. We also found rear legroom to be tight; taller rear passengers will probably struggle to find comfort on the rear bench.

Also, with a bit of prodding and poking, we discovered that some of the cabin's plastic trims are of marginal quality. The storage area ahead of the gear lever felt fragile and its rubber floor finishing came undone far too easily. What's more, the plastic trim around the gear lever felt poorly finished.

We also spent some time in the Ford Figo sedan on our return to Pretoria, but this time equipped with a 5-speed manual transmission. The manual had a positive action and it seems to make the engine’s potential performance far more accessible. Buyers in this segment prefer manual transmissions and the bulk of Figo sales are expected to be manual derivatives.

In terms of safety, 2 airbags, ABS with EBD are fitted as standard.

Final thoughts

The Ford Figo offers more value than before and features an extended service plan.

We really liked the lively engine in the Figo and we think the stylistic changes will certainly make it more competitive against its newer rivals. Also, buyers should appreciate that Ford now includes a standard 4-year/60 000 km service plan on the Figo, over and above the 4-year/120 000 km warranty, which is included in the purchase price.

However, while this latest Figo is a significant improvement over its predecessor, we are not convinced it has its rivals licked in terms of overall value. Nonetheless, we should have the newcomer on test soon, where we will put it through its paces and make a definitive assessment.

Ford Figo – prices in South Africa (June 2018)

1.5 TiVCT Ambiente Hatch 5MT – R181 300

1.5 TiVCT Trend Hatch 5MT – R190 600

1.5 TiVCT Trend Hatch 6AT – R205 700

1.5 TiVCT Ambiente Sedan 5MT – R187 200

1.5 TiVCT Trend Sedan 5MT – R196 000

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

Volkswagen Arteon (2018) Video Review

The replacement for the Volkswagen CC has arrived in the form of the Arteon. Is its bold new design enough to sway buyers away from their beloved SUVs? We test the top spec 206 kW model to find out.

It's so refreshing to see a car maker start with a blank sheet of paper. And it has really worked; the new Arteon especially reviewed here in R Line trim, receives an enormous amount of attention. I think we can safely say that right now, the Arteon is the best looking sedan in its segment.

But the luxury sedan market is under huge pressure, mostly from SUVs. Handsome good looks will not be enough to sway buyers away from higher-riding alternatives. And luxury Volkswagen sedans have generally proved unpopular, especially in South Africa. Can the new Arteon turn the tide?

2019 Audi A1 Revealed

This is the all-new Audi A1, well, most of it. The images and details give us a good idea of what to expect from the new Audi A1, both inside and out.

The Audi A1 is the cheapest way to get into the Audi brand. Riding on the same platform which underpins the new Volkswagen Polo, the new Audi A1 is radically different in the visual stakes when compared to the outgoing model.

Physically, it's almost as high as the outgoing car but is 6 cm longer and 3 cm wider. The Audi engineers have worked their magic and the wheelbase is 9 cm longer, increasing the boot space and rear legroom. Audi claims the boot can hold 335 litres and when the seats are folded down, capacity is increased to 1 090 litres. Audi says there are new alloy wheel designs and these range from 15- to 18-inches in size.

Inside, fans will find a massive upgrade to the Audi A1 interior. The base-spec A1 features a large 10.25-inch digital dashboard and multifunction steering wheel. There are said to be three different interior trim lines available. Naturally, customers will be able to option their Audi A1 to the max with niceties like LED headlamps, S Line body kits, sportier seats, more potent audio systems and more safety spec. There's also plenty of customisation options and buyers will be able to order contrasting colours for the roof and mirrors.

In terms of engines, there will be many engines on offer, ranging from a 1.0-litre three-cylinder motor, a 1.5-litre four-cylinder engine, and a 2.0-litre four-cylinder powerplant. Outputs range from 70 kW to 147 kW, with the option of either a manual gearbox or seven-speed dual-clutch gearbox. There are also three different suspensions on offer, including a sports suspension and a sports suspension with adjustable damping.

We'll have more information and details on the 2019 Audi A1 soon. Audi South Africa confirmed that the new A1 is under consideration for the first quarter of 2019.

The cabin of the 2019 Audi A1 has matured nicely and looks very modern

Want to buy an Audi A1?

Buy a new or used Audi A1 on Cars.co.za

6 versions of Civic Type R: How they stack up

We assembled all 6 versions of the Honda Civic Type R at Killarney to decide which one is best. To give you some more context, herewith a summary of each model we managed to source for our very special Type R track test.

Generation 1: The EK9

Golden yellow seemed an appropriate colour for the golden oldie Civic Type R, which must surely be regarded as a modern classic.

The 1st-generation Civic was a small capacity, high-revving marvel. Its 1.6-litre engine produced 136 kW and although rev counters aren’t always accurate, the example we tested topped out close to an indicated 9 000 rpm. Honda lightened the chassis, added extra welds plus a limited-slip differential, and the result was spectacular.

Having driven the EK9 it feels better than the sum of its parts. It’s a very special little car. Compared with the rest of the field it did lack power and felt slightly slow. But once the motor's Variable Valve Timing & Lift Electronic Control (VTEC) system kicks into full performance mode and it screams its way towards the 9000-rpm redline, the EK9's limited pace will be the last thing on your mind.

Watch this video to see how the VTEC system works:

Generation 2: The EP3

The EP3-generation (right) and its FD2 sedan successor are arguably the least attractive iterations of Honda's Civic Type R.

Despite being billed the ugly sister of the Type R troop, the EP3’s exterior styling has aged… surprisingly well. The EP3 may look a pumped-up minivan and its unorthodox, dash-mounted gear lever was widely frowned upon, including by this author, but its performance wowed aficionados. Once you are seated inside the car, the high visibility and involving ergonomics make the EP3 "shopping trolley" feel like a roadgoing touring car.

The version we had on track was the JDM (Japanese Domestic Market) version, which comes with a trick limited slip differential, uprated suspension and more power (158 kW). On track, the EP3 outperforms some of the newer models thanks to its low dry weight (1 200 kg) and that tuned 2.0-litre 16-valve K20 engine.

The EP3 looks so understated that it could justifiably be labelled a "sleeper".

Generation 3: FN2 Euro Spec

The FN2 (right) marked a major design departure from its predecessor's boxy look… its DNA can still be seen in the FK2's front end.

The futuristically-styled FN2 is to Type R what the MK3 Golf is to GTi – the black sheep of the family. Slower than the previous version, and with an inferior suspension setup, the FN2 didn’t generate much fanfare it was launched. It was the first Type R to be made available in South Africa (about a decade ago) and, although not a bad car, in the company of its pedigreed siblings it just didn’t deliver on the hype.

The version we had on track was tuned and fettled to the point where all the inherent issues from the factory were sorted. With its beefed-up suspension, brakes and light engine mods, this version packs the same punch as the Japanese spec, making this FN2 the car we’d all originally hoped for, but ultimately never received.

The translucent strip on the tailgate and triangular exhaust tips are unique to the FN2 (right)… A far cry from the EK9 (middle).

Generation 3: The FD2 (Japanese Spec)

Did you know that the Type R was offered in sedan guise too? Few do.

The FD2 was never offered in South Africa, which means that the example you see here is one of less than a handful in the country privately imported from Japan. It sports a chassis bonded together with a special glue as well as a fully-functional rear diffuser and Honda Japan’s engineers went to great lengths to ensure that the FD2 carried on the Type R name proudly. In spite of understeer at the limit, the Type R FD2 broke numerous records for front-wheel drive cars and was able to compete with much faster turbo cars despite being powered by the same K20 engine found in earlier models. The FD2 was heavily track-biased and the suspension proved to be very harsh on anything other than near-perfect road surfaces.

Even though most offerings in the world of hot hatches had embraced turbocharging by the time the FD2 arrived, it held its own.

Generation 4: The FK2

The FN2 (middle) looked like the future, but its naturally aspirated motor was out of time. Enter the record-breaking FK2 (right).

The turbocharged 2.0-litre 16 valve FK2 marked a major departure from the manic VTEC-equipped performance Hondas of the past, including the revered S2000 sports car. Ever since then, the following questions have been asked: Are the newer-generation Type R models worthy of the badge? Even if the FK2 is maniacally fast on any strip of tarmac, does it have the same essence as its celebrated naturally aspirated brothers?

Thanks to the big leap in power (up to 228 kW in standard trim), torque steer became a very real problem and the ride quality was stiff thanks to its (Nürburgring record-breaking) suspension. The bucket-style front seats were supportive and firm, and many felt the car demanded just too much of a compromise. The perfect track day weapon, yes, but remember to pack a kidney belt for the drive home…

The FK2 was the first Type R to brandish overt aerodynamic addenda (apart from an elaborate rear wing, of course).

Generation 5: The FK8

The current-generation Type R is more practical than its immediate predecessor, but will history remember it with fondness?

With the latest-generation Type R, Honda has made incremental, but nonetheless significant changes. The torque steer is drastically reduced, the pedal placement, interior quality and ergonomics are slightly better, and even the seats are more comfortable. Furthermore, a much better “Drive Mode” has been added to make the new Type R easier to live with. The FK8 Type R (pictured below – at the front of the Civic Type Rs lined up at Killarney) is still astoundingly fast, but now much less compromised. Now, more than ever, the reputation the Type R has been called in question.

And it was with that very question utmost in our minds that we produced the video featured below. Watch the clip to find out if the new Civic Type R lives up to the iconic badge placed upon it, and if the older versions are as good as the Internet says they are…

Interested in buying a Civic Type R?

Seach for a used example here

Petrol Price: How SA compares with rest of world

Fuel prices in South Africa continue to climb on the back of a weaker Rand and higher international fuel prices, but how does the cost of petroleum in South Africa compare with the rest of the world? Let's take a look…

At the end of October last year we thought we had seen the worst when it came to the fuel price, how wrong we were. The price of fuel in this country is now at a record high after the cost of petrol rose by 82 cents and diesel by 85 cents at the beginning of June 2018.

When you examine how South Africa compares with 60 other countries around the world with regards to the price of petrol, affordability and income spent on fuel, the results are both interesting and, eye-opening…

So, how does the price of petrol in South Africa compare with the world?

Fuel in South Africa is expensive and we spend a huge portion of our incomes to buy fuel.

Petrol Price

The latest figures from globalpetrolprices.com show that the average price of fuel around the world is 1.17 U.S. Dollar per litre (R15.37).

According to Bloomberg data for the first quarter of 2018, South Africa ranks 20th alongside 60 other countries in terms of the price for 1 litre of petrol. But one needs to consider that, as a general rule, richer countries have higher prices whereas the poorer countries (and those that produce oil) have significantly lower prices. The only exception is the U.S. which has an advanced economy, but low fuel prices. The difference in pricing is due to each country’s taxes and subsidies for fuel so basically, we all pay the same for fuel on the international market, but then decide to impose different taxes.

According to globalpetrolprices.com, the country with the cheapest petrol price is Venezuela, ranked 1st, with a petrol cost of 13 cents per litre. Iran is 2nd with a petrol price of R3.94 per litre. On this list, which lists 167 countries, South Africa is sitting at number 90.

Hong Kong, an autonomous territory in southeastern China, is ranked second to last, with petrol costing them R27.86.

Iceland has the planet's most expensive petrol at R28.12 per litre. What is aggravating to know is that many other African countries are paying far less for fuel than we do. Countries like Algeria, Nigeria, Sudan and Egypt, all pay less than R6 per litre. Other countries like Mozambique, Botswana, Ethiopia, Tunisia and even Lesotho all get their fuel cheaper too.

We are still looking better than places like Zimbabwe though who are having to fork out R18.66 per litre or petrol and if you’re in Mauritius you’re looking at R19.97.

Affordability

Unsurprisingly, South Africa ranks poorly in terms of affordability and is placed at rank 56. According to Bloomberg, South Africa has a daily income of R237.53 and consumers have to fork out 5.98% of that daily income to afford just 1 litre of fuel.

India is the worst in terms of affordability with an average daily income of R70.80 and consumers spend 20.11% of that income to pay for 1 litre of petrol. Venezuela ranks first for affordability. With an average daily income of R613.83, Venezuelans spend less than 0.01% worth of wages to buy 1 litre of petrol.

Income Spent

Yet again, and unsurprisingly, South Africa ranks even worse in terms of total income spent on fuel with a poor ranking of 60. According to Bloomberg, the average motorist in South Africa uses 202.07 litres of petrol a year, which swallows up at least 3.31% of your average salary.

Mexico is the only country that is worse off. The average motorist in Mexico uses 355.48 litres of petrol per year, accounting for 3.82% of the average annual income.

Venezuela ranks 1st with motorists there using 483.76 litres of fuel per year yet only spending 0.00% of their salaries to pay for petrol.

For the full list of petrol prices, visit Bloomberg’s brilliant interactive graphic here.

For cars that are light on fuel, you'd better check out our list of the most fuel efficient cars in South Africa.

Nissan Micra (2018) Launch Review

Nissan has introduced its eagerly-anticipated new Micra in South Africa. We sampled the newcomer at its local media launch in Cape Town to see if it has what it takes to compete against a host of formidable rivals in the popular compact hatchback segment.

The local B-segment hatchback market is crowded and highly-contested with established products such as the Volkswagen Polo, Ford Fiesta, Renault Clio, Toyota Yaris, Hyundai i20, Kia Rio, to name a few, jostling for market share.

Buyers now have one more newcomer to add to their hatchback shopping list and it comes in the form of the new Nissan Micra. When it comes to this new Micra, we suggest you abandon past judgements of the Micra and look at it with fresh eyes.

Nissan has completely redeveloped the Micra and made it fit for purpose to confidently compete against its rivals. The Micra Active (based on the previous Micra) is still offered locally to serve budget-conscious buyers, but this new Micra has gone upmarket in an effort to secure market share in the upper reaches of the B-segment.

Look at specification and pricing details for the new Nissan Micra

What’s it like to drive?

The new Micra offers much-improved styling and offers good performance in the city and on the highway.

The Micra has grown up and is longer and wider than the previous model and now features more modern and edgier styling that aims to attract youthful buyers. But it’s not only on the outside where the Micra makes a statement. Its interior design is a huge improvement with a premium look and feel that buyers in this segment will appreciate.

The new Micra was introduced to motoring media inside a hangar near Cape Town International Airport while a vicious winter storm raged outside. Nissan had a large fleet of mid-spec Micra Acenta derivatives on hand for driving. All new Micra derivatives are powered by a Renault-sourced 0.9-litre, 3-cylinder turbopetrol engine offering 66 kW and 140 Nm of torque which is mated to a 5-speed manual transmission. We found the transmission to be smooth and direct in changing gears.

The engine is familiar from the Renault Clio and in the Micra, it delivers adequate performance for both city and highway driving. It's also quite perky when driven with fervour and only on steeper uphill sections did the engine run out of puff in 5th gear, forcing a gear-down to get the engine back into the power band.

In terms of fuel consumption, Nissan claims 5.1 L/100 km for the new Micra and during the launch drive, the trip computer returned a reasonable figure of 6.8 L/100km.

It coped well at the national speed limit and despite the poor weather conditions, the Micra displayed good ride quality with a smooth and comfortable ride. The cabin is also well insulated, suppressing excess road and wind noise from entering the cabin.

Gale force winds made driving difficult, but thankfully the Micra managed to stay on the road. We found the steering to be nicely weighted and responsive to steering inputs and we got the sense that the Micra had a fun side, but the weather prevented us from exploring its dynamic capability.

What about the interior?

The interior is far more premium than before with a mix of hard and soft materials.

We were (mostly) impressed with the interior of the Micra, but there are some drawbacks too. We liked the mix of hard and soft materials as well as the youthful design of the dashboard. General build quality appears to be good and the Micra Acenta comes equipped with a 7-inch infotainment system that offers Bluetooth, USB/MP3 playback and Apple CarPlay.

The steering wheel is adjustable for rake and reach and comes equipped with mounted controls for the standard cruise control, audio and multifunction display. In terms of safety, the Micra comes well equipped with 6-airbags, ABS with EBD, Electronic Stability Control, Hill Start Assist and ISOFIX child seat mounts.

Although we found the seats comfortable, rear passengers might be a bit cramped. With a sloping roofline, rear headroom proved to be an issue and knee and legroom could be better. The load bay is reasonably-sized at 300 litres, which expands to 1 004 litres with the 60:40 seats folded down. We did notice that the carpeted finishing used in the load bay was of marginal quality.

Final thoughts

The Micra is well-worth considering in this segment and it should sell reletively well in South Africa.

Overall, we think Nissan deserves praise for revitalising the Micra nameplate and elevating it into a more premium realm. Not only is the exterior and interior design of the new Micra far more appealing than ever before, its keen pricing, good standard specification and comprehensive warranty makes it an alluring proposition.

We think the new Micra has much to offer buyers in the compact hatchback segment and it should, in theory, sell well against more established rivals in this segment. Time will tell how well the Micra is received locally and Nissan hopes to initially sell in the region of 300 Micras per month. Nissan expects the mid-spec Micra Acenta to be the best-selling derivative in the range with a price of R257 400. It might be ambitious, but we think that if buyers can shake their previous perceptions of the Micra, then this new version might very well become a top-seller for Nissan on local soil.

We will have the New Nissan Micra on test soon, so look out for our thorough evaluation soon.

New Nissan Micra – Price in SA

Micra Visia – R233 500

Micra Acenta – R257 400

Micra Acenta Plus – R272 400

Pricing includes a 6-year/150 000 km warranty and a 3-year/90 000 km service plan.

Buy a new or used Nissan Micra on Cars.co.za

Volkswagen Polo Vivo GT (2018) Review

The new Polo Vivo is arguably the most accomplished vehicle in the budget segment and continues to find favour with buyers who are looking for value, reliability and quality. However, the range-topping Polo Vivo GT is perched at the pinnacle of the range with a starting price of R245 000. Does the Polo Vivo GT offer enough value to justify its lofty price tag? Let’s find out…

Should you buy a 2018 Volkswagen Polo Vivo GT? This quick review will help you make an informed buying decision!

We Like: Punchy engine, handling, refinement, interior design appeal

We Don’t Like: Firmer ride, could offer more standard features, sub-standard rear legroom, pricey

Facts & Figures

Price: From R245 000, as tested R256 399 (June 2018)

Engine: Turbocharged, 3-cylinder 1.0-litre petrol

Transmission: 6-speed manual

Power: 81 kW

Torque: 200 Nm

Fuel consumption: 4.6 L/100 km

0-100 kph: N/a

Top Speed: 196 kph

Alternatives

The Champ: Consider the Mazda2 1.5 Individual priced at R248 400. It’s the current Cars.co.za Consumer Awards – powered by WesBank Compact Hatchback champion with 82 kW and 145 Nm of torque offered from its 1.5-litre naturally aspirated engine. Standard specification is comprehensive and it’s a stylish choice in this segment.

French Flair: At R246 900, the Renault Clio 66 kW Turbo Dynamique is difficult to ignore. It’s arguably more stylish than the Polo Vivo GT and offers 66 kW and 140 Nm of torque from its 0.9-litre turbopetrol engine and comes kitted with generous standard specification and represents good value at this price point. If your budget can stretch to R269 900, then the 88 kW Clio GT-Line is also well worth considering.

Similar Punch: Consider the Opel Corsa 1.0T Enjoy priced at R256 429. It’s also powered by a punchy 1.0-litre turbopetrol engine with 85 kW and 170 Nm of torque. Standard safety specification is good and it’s slightly more practical than the Polo Vivo GT in terms of load space.

Compare the Volkswagen Polo Vivo GT with the Mazda2 1.5 Individual and Renault Clio 66 kW Turbo Dynamique

The range-topping Vivo GT is the only turbocharged derivative in the range, offering 81 kW and 200 Nm of torque.

What is the Polo Vivo GT?

Sporty exterior details make it clear that this is not a run-of-the-mill Polo Vivo.

The new Vivo is based on the previous fifth-generation Polo and as a consequence, it has inherited not only its chassis but also some neat interior trimmings that has positioned the Vivo as a more premium budget offering.

While this latest Vivo is distinguished from the previous Polo with features such as new headlights and taillights, a revised upper and lower grille and new alloy wheels, this range-topping GT version ups the styling stakes with sportier details of its own. Body-coloured side mirrors, a rear tailgate spoiler, black side moulding, chrome-trimmed exhaust and GT lettering seen on the tailgate, side sills and grille are key styling features on the Vivo GT. The suspension has been lowered too and sport pedals are included.

The Vivo GT can be considered to be a ‘hotter’ version of the standard Vivo, much like the GTI is to the Golf and perhaps more importantly, it’s the only Vivo with a turbocharged engine which also powered the previous Polo R-Line derivative. Is the show worth the dough? Let’s find out…

The Good

Punchy performance

The Vivo GT offers surprising zeal from its 1.0-litre turbopetrol engine.

Unlike its naturally aspirated siblings, the Vivo GT offers more urgency in its performance courtesy of a 3-cylinder, 1.0-litre turbocharged petrol engine with 81 kW and a generous helping of torque at 200 Nm. The Vivo GT feels livelier and the extra poke makes it more entertaining to drive.

The engine punches above its weight and once you break through the initial lag, it’s reasonably quick off the mark which is great for burst acceleration in cut-and-thrust traffic. We also found it to be particularly useful to execute overtakes on the highway, which it does with ease.

It’s only offered with a 6-speed manual transmission, which won’t please everyone, but it does allow you get the most from the engine when you need to. The transmission itself shifts quite seamlessly through the gears too.

In terms of fuel consumption, Volkswagen claims 4.6 L/100 km but we averaged closer to 6.0 L/100 km during our test, which is respectable. Cruise control is standard and is a useful feature to help reduce consumption on longer trips.

Ride and handling

The Vivo GT handles with a planted feel and can be quite fun to drive enthusiastically.

Coupled with its perky engine and capable chassis, the Vivo GT is sprightly on its rubber and can be lobbed through corners with confidence. It’s sure-footed and feels grippy in the bends and the lowered suspension helps to reduce body roll. The steering is nicely weighted with relatively good response and feedback.

Ride comfort, however, was not as good as we had hoped. The suspension felt firmer and the ride was harsher on poorer surfaces. It’s not overly firm, which means you can still live with it every day, but it’s not as forgiving. The larger 17-inch wheels impinge on ride comfort but the added firmness does play into the Vivo GT’s sportier persona, so some buyers might prefer that.

A height-adjustable driver’s seat is standard and the steering wheel can be adjusted for rake and reach to find your ideal driving position.

The Bad

Not as practical as it could be

The rear bench is not split and we think the exposed steel back looks tacky and unfinished.

This new Vivo comes with load bay space quoted at 280 litres which is some 10 litres more than the old Vivo. It’s one of the bigger boots in this segment but it must be noted that the rear bench isn’t split, which means the whole seat back folds down as a single piece. Space expands to 952 litres with the rear bench folded down which gives you a reasonable amount of space.

Also, the rear seat doesn’t fold completely flat and there is a pronounced, raised lip that gets in the way, depending on what you are loading. We have also previously criticised the Vivo for the exposed steel seen on the rear seat back which looks tacky and will become unsightly as is gets scratched and damaged over time. We think carpeted trim would have been more appealing.

Tall passengers might find rear legroom to be inadequate, especially on longer journeys.

Space for rear passengers is average at best and legroom might be an issue for taller passengers who will struggle to get comfortable.

There is ample storage dotted around the cabin including bottle holders in all the door mouldings and 2 cupholders and additional storage space for oddments ahead of the gear lever.

The optional Storage Package (R2 017) was fitted to this test unit which includes a drawer under the driver’s seat and a centre armrest for added comfort.

Interior Antics

The cabin of the new Vivo is more premium in look and feel. Those leather seats are optional.

We suspect that this particular Vivo GT test unit has lived a hard life as a media test vehicle. Our previous experience with the new Vivo was positive in terms of its interior build quality, but this test unit was already emitting creaks and squeaks inside the cabin which we didn’t quite expect.

Although we really like the interior look of the Vivo GT, we couldn’t help but feel that it lacked some features. Why not offer front and rear electric windows and electrically adjustable mirrors as standard? Also, bear in mind that the standard Vivo GT comes with cloth seats and we think that perhaps the optional leather upholstery (R9 382) could have been included as standard to not only sweeten the deal but also to do the car justice. Do you agree with us?

Also, only 2 airbags are fitted along with ABS, EBD and stability control. Brake Assist and traction control are not offered.

A quick word on the infotainment system – it comes with 6 speakers and is really easy to use, featuring Bluetooth connectivity, App Connect and a USB port to hook up to your device. It has the basics covered, barring navigation, so most buyers shouldn’t have much to complain about in terms of connectivity.

Price and warranty

The Volkswagen Vivo GT is priced at R245 000 and is sold with a 3-year/120 000 km warranty. A service plan is optional.

Our test unit was equipped with optional Vienna leather upholstery and a Storage Package which brings the total vehicle price to R256 399.

Buy a new or used Volkswagen Polo Vivo on Cars.co.za

Should you buy a VW Polo Vivo GT?

The Vivo GT will suit buyers looking for a sportier drive over its lesser Polo Vivo siblings.

The Vivo GT has an aspirational element to it and it’s the kind of car that will appeal to buyers who dream of owning a Polo GTI or Golf GTI but can’t afford it. All the extra styling features on the Vivo GT go a long way in differentiating it from its more mundane Polo Vivo siblings and if you like your car to have a bit of a sporty look, then perhaps the Vivo GT will tickle your fancy.

It also offers sufficient power to get around town with a fair degree of pace and it handles nicely too. Some buyers might not like the firmer ride but it shouldn’t be a deal breaker. However, we feel that the Polo Vivo GT is overpriced and Volkswagen could have offered more standard features and safety specification to justify the asking price.

But even so, you are paying for the extra performance offered by its turbopetrol engine and at that price its power and torque outputs are unmatched. You will have to extend your budget to nearly R270k for the Clio GT-Line (88kW /205 Nm) to obtain similar outputs. In that sense, the Polo Vivo GT is certainly worth considering if you put a premium on performance.

Frequently Asked Questions

Is the Volkswagen Polo Vivo a good car to buy in South Africa?

The Volkswagen Polo Vivo has a strong reputation in South Africa and is a consistent top-seller. It is often considered a reliable, affordable, and practical choice for everyday driving, with a strong focus on build quality. Its popularity also means there is a good market for used models and parts are readily available.

Where is the Volkswagen Polo Vivo manufactured?

The Volkswagen Polo Vivo is proudly manufactured in South Africa at Volkswagen’s plant in Kariega (formerly Uitenhage), Eastern Cape.

What are the engine options for the Volkswagen Polo Vivo in South Africa?

The Polo Vivo range in South Africa is available with several engine options, including naturally aspirated 1.4-litre and 1.6-litre petrol engines. The top-of-the-range GT model features a 1.0-litre turbocharged TSI petrol engine.

What is the Volkswagen Polo Vivo’s safety rating?

The Volkswagen Polo Vivo has a 4-star Global NCAP safety rating for Adult Occupancy Protection and a 3-star rating for Child Occupancy Protection. Key safety features include driver and passenger airbags, ISOFIX mounting points, and in some models, Electronic Stability Control (ESC) and side airbags.

Toyota Hilux Dakar Edition (2018) Launch Drive [w/Video]

Toyota has introduced limited-edition Dakar derivatives of its Hilux, replete with factory-fitted accessories that bring a fresh, new look to South Africa's bestselling *bakkie. We headed to Upington’s Goera Pan to find out more about the new Hilux that bears the most prestigious name in off-road racing.***

Toyota has used the Dakar label on its limited-edition bakkies since 2013, and rightly so. The manufacturer has earned (and, without putting too fine a point on it, paid) for the right by clinching multiple podiums over its 6-year involvement in the gruelling event. Hilux still sits atop the hill when it comes to new vehicle sales in South Africa and sells about 500 units more (a month) than its nearest competitor, the Ford Ranger. So not to mess with a winning formula, the Toyota Hilux Dakar comes with no mechanical upgrades, but a host of cosmetic enhancements.

On the outside

The key visual changes are the orange paint job and Dakar branding.

The upgrades are mainly visible externally, with Dakar editions sporting a new face with a larger, gloss black grille. The inner grille has a metallic grey border, and black accents take pride of place all over the front bumper, as well as the front LED fog lamp housings. The skid plates and rear bumper are also finished in metallic grey, and Dakar body decals have been positioned on the sides of the bakkie and on the rear tailgate with the latter also sporting new Hilux branding.

Toyota has done some research to find out what typical buyers of Raider-spec (or equivalent) Hiluxes would prefer as standard options. It’s with that information in mind that Dakar has been equipped with power-retractable side mirrors and gloss-black door handles.

The bakkie is exclusively available in 4 colours: Graphite Grey, Glacier White, Chromium Silver and my personal favourite, Inferno Orange, which coincidentally looked quite like the bright orange desert sand we traversed on our off-road drive. The Glacier White also looks quite fetching as those black accents really “pop” on the lighter paint finish.

On the inside

The cabin of the Toyota Hilux Dakar has been changed slightly and now features satnav.

The interior has been darkened with little details, such as the black roof liner, metallic black interior accents, Dakar-branded floor mats and leather seats. The instrument cluster is unique to the Dakar Edition, and is now white, with orange needles. The Dakar Edition still has the usual USB and Bluetooth features, but now comes with a touchscreen satnav system. This proved quite tricky to use and is certainly not the most modern or user-friendly navigation system available on the market. Having said that, with more practice I’m sure I would have gotten the hang of it.

On the road

To reiterate, the Dakar Edition features no mechanical changes, so our on-road experience merely reaffirmed why the Hilux is so popular among South African buyers. On the long, open road to the Goera Pan 4×4 facility, the Hilux once again demonstrated its ability to cruise long distances in sure-footed comfort. Our test units were 6-speed manuals, which might be the most popular option on the platteland, but, personally, I would have preferred the 6-speed auto for its ease of use around town.

… and off it

It's going to take a lot of ham-handedness to get a Toyota Hilux stuck in an off-road scenario.

Engage 4-Low, drop the tyre pressures and the Hilux becomes virtually unstoppable on anything but the most demanding of off-road courses. Our test vehicle was the double cab 2.8 GD6 derivative, and with its peak torque of 420 Nm and ultra-short gear ratios, getting stuck on the loose Northern Cape sand was simply not an option. Truth be told I did fail to make it up a few hills, but that was purely down to driver error and, as my driving partner kept pointing out: “Not enough momentum!”

Summary

At R17 666 on top of the standard derivatives' list prices, the Dakar Edition is effectively a refreshed Raider. Those who are looking to customize the Dakar further have the option of bull bars, roll bars and various other tidbits, all of which, of course, cost extra. With only 5 000 Double Cabs and 1 000 Xtra Cab units of the Dakar Edition being made available for the next few months, exclusivity is guaranteed. At least until the new look is applied to other Hilux derivatives (Toyota confirmed that it might apply the new front-end treatment to Raider versions in future, but that remains to be seen). The updated grille looks fresh and modern, and you still get that same dependability that's so integral to Hilux. Just make sure to take some time to figure out the satnav…

The Toyota Hilux Dakar looks good and reminds why it is still one of SA's most popular bakkies

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Facts & Figures

Alternatives

What is the Polo Vivo GT?

The Good

The Bad

Should you buy a VW Polo Vivo GT?

Frequently Asked Questions

Is the Volkswagen Polo Vivo a good car to buy in South Africa?

Where is the Volkswagen Polo Vivo manufactured?

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What is the Volkswagen Polo Vivo’s safety rating?

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On the outside

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… and off it

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