Toyota adds a new Sport model to its Etios range. Expect it to join the fray during May 2018.
The Toyota Etios Sport is a new limited edition model bolstering the Etios range. The Sport moniker is used merely to describe the specific look the newcomer dons.
Special additions for the Etios Sport include a two-tone paint job, rear spoiler, special 15-inch alloy wheels and a digital rev-counter. Not to mention the new Sport badge plonked on the rear.
The Sport is only available in two colours, namely Retro Red and Glacier White. The two-tone aspect of the colours involves a black roof accompanying the red or white choice.
The Etios Sport is still powered by the same 1.5-litre naturally aspirated petrol engine. Complete with 66 kW and 132 Nm and a 5-speed manual gearbox, it makes reasonable forward progress.
Toyota’s new model sits plumb in the middle of the Etios range and comes standard with manual air-conditioning, 4 speaker sound system with USB, front fog lamps, dual airbags and ABS with EBD.
The Patrol is Nissan's top-tier SUV, replete with its go-anywhere-in-luxury attitude and a large-capacity V8 engine. Is this old-school behemoth still relevant amid the onslaught of premium SUVs on the new vehicle market?
We like: Effortless terrain-conquering ability, responsive V8, cocooning cabin.
We don’t like: Thirst, outdated infotainment system, kitsch interior trims.
Alternatives
The other luxury Japanese off-roader: Toyota’s Land Cruiser 200 is only available in a V8 diesel guise, but offers the same off-road bias and old-school luxury.
The modern take: Land Rover’s new Discovery features all the modern tech you need. It works both on-road and off-road, but more features means there are more things that can go wrong.
The Nissan Patrol has been around for more than 60 years and suffice to say it has conquered landscapes all over the globe. This iteration encompasses everything Nissan has to offer in an SUV, both in terms of in-car technology and off-road ability. Seven seats are wrapped in 2.8-tons of metal and powered by the (seemingly) long lost art of natural aspiration… yes, a 5.6-litre petrol V8 sits under the bonnet, which powers all four wheels and enables the Patrol to tow a 3.5-tonne load with ease.
At 5.1-metres long and 2.0-metres wide, the Patrol casts an imposing figure on the road.
While most cars have been designed to conform with current trends, the Patrol stands out like a rock of ages, appearing as the same square giant it was 6 decades ago.
On the inside, and with this new model, the Patrol features a plethora of safety systems and updated onboard technology, all wrapped in a mix of leather and wood trim.
How does it fare in terms of…
Kerb presence?
As it weighs nearly 3-tonnes, there isn’t much in the way of SUVs that can match the presence of the Patrol – it’s a huge chunk of machinery. The metallic front grille makes a statement, but not quite as much as the solid-block side profile. It’s almost bus-like in appearance, with a long rectangular body and a horizontal tail.
The Nissan's ground clearance is 272 mm, therefore it takes a bit of effort to climb aboard and pull yourself into the capacious cabin. The seating position is commanding; you certainly sit on top, rather than in, the "captain's chair", but it would be preferable if the steering column offered a bit more reach adjustment.
Even in 7-seater configuration, all occupants are afforded good headroom.
The beating heart of the Patrol is the 5.6-litre V8 under its bonnet, which is mated with a 7-speed automatic gearbox. The motor delivers peak outputs of 298 kW and 560 Nm of torque and because there’s no turbo to spool up, throttle response is quicker than you might expect and the thrum of the V8 is uninterrupted as it winds up its rev range. There’s also something to be said for the admiring glances that the Patrol attracts; people still show respect to a towering vehicle with a V8 badge on its back!
The drive for optimal fuel efficiency remains (and will remain) paramount to the automotive industry, which makes the Patrol's V8 (and others of its kind) seem anachronistic. Claimed fuel consumption is 14.6 L/100 km, but you are more likely to see 16L/100 km if you venture near a city or indulge in serious off-roading. On open stretches of freeway, we recorded 12.5L/100 km as our best return. At least you can get decent range thanks to the 140-litre capacity of the fuel tank.
Luxurious comfort?
Where the Patrol differs from models such as the Land Rover Discovery or Mercedes-Benz GLE is in the distances it will be required to cover. A Patrol is bought with plans to cross borders, wade into Africa and there’s a sense of dependability that 60 years of doing that brings.
Its off-road credentials are undeniable and things are made simpler with on-the-fly changes from auto(2h) to 4-high and 4-low modes. There is also a terrain selector switch that lets you adjust the traction control and off-road systems to deal with rocks, snow, sand and tarmac.
Actual refrigeration in the centre console with a big enough console to store 2 drinks bottles.
The leather seats are supportive and provide excellent comfort over long distances. There’s loads of space in the rear; in fact, even the 3rd row of seats can accommodate adults.
The wood panels that surround everything on the dashboard feel a little kitsch and overdone, however. It doesn’t exude a premium feel like wood trim does in a premium German sedan, it feels more like a glossy and chincy addition to the cabin. The DVD player in the centre of the dash alludes to the old school design of the Patrol. The rest of the cabin, wrapped in leather, is better to look at and touch, although the curtain-like ruffles on the door trim look old-fashioned, for what that's worth.
The refrigerated centre console is great for keeping drinks cold and having a total of 9(!) cup holders positioned throughout the cabin is certainly a boon. A pair of USB ports are provided up front and there is entertainment in the form of screens mounted in the headrests for rear passengers.
The infotainment system could benefit from a higher-resolution screen, but at least it comes with niceties such as navigation and displays 360-degree camera angles, the latter of which makes parking the mammoth Nissan a touch easier.
Driving comfort?
The suspension tuning on the Patrol is softer than you’ll get on almost any modern SUV, the off-road bias dictates that as there’s loads of wheel travel available in adverse conditions and with no air suspension, there’s less to go wrong. That means you hardly feel gravel roads as you power over them commandingly.
Leopard print wood anyone? The leather seats are particularly comfortable, however.
The steering is on the lighter side, again, because of the off-road bias where swinging the wheel, often while stationary, needs to be quick and easy. Out on the open road, the light steering doesn’t affect the Patrol as much as it does in the Land Cruiser or the FJ Cruiser, which seem to get their wobbles on at speed. The Patrol remains sturdy and controllable and now has added modern technology to make long-distance driving simpler.
Adaptive cruise control is probably the most useful feature you’ll use on long journeys and takes the hassle out of engaging and disengaging cruise control continuously. Then there are additions such as drowsiness detection, blind-spot detection, torque vectoring to help stabilize the Patrol around corners and lane departure warning –which you will probably turn off the moment the roads start to become devoid of visible markings.
Pricing and warranty
The Patrol SUV is only available in one model: this 5.6-litre V8 LE Premium. It retails for R1 31 0900 (May 2018), perfectly matching the Land Cruiser 200, which is only available as a diesel. The Patrol comes with a good 6-year/150 000 km warranty and a 3-year/90 000 km service plan. Service intervals are every 15 000 km.
Verdict
There's something to be said for the value of old-school mechanics should you get stranded in the middle of nowhere.
The Nissan Patrol is old school, but infused with a bit of new technology to keep the overlander contemporary. It’s no Land Rover Discovery when it comes to adaptability and modern city living, but, if you’re looking to do long distance and venture well beyond the beaten track then you want the reliability and dependability of something like a Patrol. And, they say that with fewer gimmicks and electronics, there’s less to go wrong, especially when you’re venturing deep into the bundu.
The Patrol offers excellent long-distance comfort and the addition of adaptive cruise control will no doubt serve you well on those many, many kilometres behind slow vehicles and trucks. The V8 under the bonnet offers responsive and brutish power, enough to tow whatever you want to the marshlands of the Okavango. The fuel consumption is significant, but that won't come as a surprise to this Nissan's target market…
The interior seems to have been slapped together as an afterthought, unfortunately. In order to endow the Patrol's cabin with a decidedly premium ambience, Nissan thought it best to scatter wood trim everywhere. It hasn't quite done the trick, but at least there’s still excellent space for people and things to be stored in the cabin.
It may be hard to fathom, but there is definitely a market for the Patrol… Land Cruiser 2000 sales show that around 100 people a month consistently buy into this type a vehicle and the Nissan, armed with the added modern comforts it offers, appears an excellent competitor to the Toyota…
The striking Volkswagen Arteon has landed in South Africa and we have specifications and pricing for this model. Here's what you need to know about the newcomer.
Volkswagen calls its new Arteon, which replaces the outgoing Passat CC, a 5-door grand tourer, which pitches the newcomer against the BMW 4 Series Gran Coupe, Audi A5 Sportback and a slew of other business class sedans, including the upcoming Kia Stinger.
Built on Volkswagen's lauded Modular Transverse Matrix (MQB) platform, the Arteon boasts a wheelbase of 2 841 mm, is 1 871 mm wide and 1 427 mm tall. The range comprises 4-cylinder engines only, with one turbodiesel and one turbopetrol motor, both of which are mated with a Volkswagen (DSG) dual-clutch transmission.
The 2.0 TDI DSG is available in Elegance and R-line trim lines. Its 2.0-litre turbodiesel has peak outputs of 130 kW and 350 Nm, with power going to the front wheels via a 6-speed DSG. It'll be the most frugal of the motors, with a claimed consumption figure of just 5.6 L/100 km.
The petrol engine, meanwhile, is a 2.0-litre turbocharged unit, which delivers 206 kW/350 Nm and is mated with a 7-speed DSG. The motor powers the top-of-the-range all-wheel-driven Arteon derivative that is claimed to complete the 0-100 kph sprint in 5.6 seconds before going on to a limited top speed of 250 kph. It's a little thirstier than its diesel sibling at 7.3 L/100 km.
Elegance-spec
Exterior:
Chrome wing mirror caps
LED tail lights with dynamic indicator light function
18-inch 'Muscat' alloy wheels
Continuous chrome trim strip on lower bodywork
Heated windscreen washer jets
Chrome strips on side windows
LED tail lights
LED headlights with LED daytime running lights
Alloy wheels (from 18-inch)
Keyless Go locking system
Interior:
Aluminium pedals
Instruments, dashboard and door panels with individualised look and trim in brushed aluminium
Contrast stitching on seat covers and floor mats
Seat covers in Nappa leather
Stainless steel door tread plates, front and rear
Composition Media infotainment system, including eight loudspeakers, AUX-IN and USB (Apple-compatible)
3-zone electronically controlled air conditioning system
Multifunction steering wheel in leather (with shift paddles on DSG models)
Driver Alert System
Progressive steering
R-Line spec
Exterior
'C'-signature of the front air intakes in high-gloss black
19-inch 'Montevideo' alloy wheels
Heated windscreen washer jets
Unique R-Line bumpers
Continuous chrome trim strip on lower-bodywork
Chrome-plated exhaust system tailpipes
Black boot lid spoiler
Privacy glass
Power folding mirrors
Interior
Leather sports multi-function steering wheel in R-Line design
Aluminium pedals
Roof liner in 'Titanium Black'
Stainless steel door tread plates front and rear with R-Line logo on front plates
Nappa Leather/Carbon Style seats with R-Line logo
Front seat heating
Volkswagen Arteon Price in South Africa
The new Arteon comes standard with a 5-year/90 000 km maintenance plan, 3-year/120 000 km warranty, 12-year anti-corrosion warranty and space saver spare wheel. Service Interval is 15 000 km.
Downsizing doesn’t have to mean going slower. Here are South Africa’s fastest 4-cylinder cars in the new vehicle market… and some of the models on this list might surprise you.
Emissions regulations might have made engines smaller, but they haven’t made cars slower. Legislate a change and engineers simply show how much cleverer they are, by extracting more power and performance from engine sizes and configurations your grandparents could never imagine.
The result of downsizing has been a proliferation of exceptionally powerful 4-cylinder engines, produced mostly by German manufacturers. This was not always the case, of course. Fifteen years ago, the only true 4-cylinder performance cars you could buy – capable of annoying supercar owners for a few hundred meters – were Japanese, from Subaru and Mitsubishi. In 2018, even Subaru’s once unrivalled WRX STiis no longer a top-5 fastest 4-cylinder car in South Africa.
As the 2nd quarter of 2018 starts, the list of quickest 4-cylinder cars in South Africa has changed with the introduction of a new entity, disposing of some of the established 4-cylinder giant-killers which dominate braai-side arguments and online trolling. We have the list of South Africa’s fastest 4-cylinder cars all tidily detailed and tabulated for you below.
There are some curious omissions. Cars which appear for all the world to be incredibly fast, but just aren’t. There are some 4-cylinder transplants which have been less than successful, such as Jaguar’s F-Type and Ford’s EcoBoost powered Mustang. A notable exception is Ford’s Focus RS, which was destined for inclusion, but is ultimately a tenth off due to its 6-speed manual gearbox, whilst its rivals benefit from the immediacy of dual-clutch gear engagement.
5. Audi S3 Sportback R651 100
To access the full potential of VW’s Golf R, you amazingly pay a bit less and get Audi’s S3 Sportback, featuring the same engine, with its full complement of 228 kW. Somehow Audi technicians feel confident that they can deal with any ‘warm’ climate issues S3 customers could encounter in South Africa.
S3 Sportback is the litmus test for power outputs often being a comparative game of diminishing returns, as those 15 additional kilowatts net absolutely no gain in performance over a Golf R, which is marginally lighter. The Audi S3 runs a 0-100 kph time of 4.6 seconds and tops out at 250 kph.
Golf R’s always been a subject of contention locally, due to its feathering of power output: South African market Golf Rs peak at 213 kW, whilst right-hand-drive Golf Rs in the U.K. are good for 228 kW. Ostensibly it’s because of our ‘warmer’ climate conditions, but fuel quality is perhaps closer to the technical truth.
The presence of Audi’s S3 models creates a bit of product rivalry tension, but despite the power discrepancy, our ‘mellower’ Golf Rs are in no way shy when measured against performance benchmarks. A Mzansi-specification Golf R still runs 0-100 kph in 4.6 seconds and a true 250 kph top speed.
There is certainly an argument to be made that no other four-cylinder car has captured the imagination, and created expectation in quite the manner of AMG’s hatchback. It remains the most powerful four-cylinder car you can buy in South Africa, with the hand-built M133 engine boosting to 280 W.
A45 is not a study in how to build the lightest possible performance hatchback, it weighs 1 555 kg, heavier than either Golf R or S3 Sportback, but with an abundance of power and torque (475 Nm), AMG’s pocket rocket certainly does as it was intended to. The optional Drivers Package yields a 270 kph top speed and on a high-friction surface it will run an absolutely phenomenal 0-100 kph time of 4.2 seconds, which puts it very much in a class of its own. But not quite at the top of the four-cylinder class in South Africa.
A forgotten car to most, but a very special one and if you have the money, Alfa Romeo South Africa can most certainly provide you with a new 4C. Exquisitely light, the Roadster weighs only 1 128 kg, making it the lightest car on our list, and the second fastest. Technically, it ties with our number one listing on acceleration, both running a 4.1 second elapsed time from 0-100kph, but the Alfa’s top speed is a touch more conservative, at 258 kph.
Outright speed was never Alfa’s intention with 4C. Featuring a carbon-fibre platform, compact dimensions and limited mass, this was always a car designed to provide unfiltered driver feedback, to explore the nuances of driving which have been forgotten in a world of algorithmic assistance systems. It doesn’t even have power steering… And at 177 kW and 350 Nm, it’s by quite some margin the least powerful car on our list. But its ranking as the near fastest four-cylinder car you can buy in South Africa pays credit to the belief that power is nothing if you don’t pay attention to how many kilograms you are trying to accelerate.
The latest four-cylinder performance car available in South Africa and right to the top of the list. For Porsche traditionalists, the four-cylinder Boxster/Cayman models are troublesome regarding their acoustics. There is simply no way of engineering a four-cylinder engine to replicate the sound generated by one with two additional pots. That said, the 2.5-litre flat-four powering the 718 Cayman GTS does arc some impressive outputs on a dyno graph: 269 kW and 430 Nm.
It’s not the most powerful four-cylinder you can buy, but it is the fastest. Whereas the four-cylinder hot hatches harness their engine performance with all-wheel drive, Porsche prefers rear-wheel drive only for its mid-engined cars, such as 718. The PDK dual-clutch transmission can change gears better than any human, and with the benefit of Porsche’s Sport Chrono package – which sharpens engine and transmission interaction on request – 718 GTS is good for a 0-100 kph run in 4.1 seconds.
True, that 0-100 kph time merely equals the Alfa 4C, but what ranks the latest 718 above all is its runaway top speed of 290 kph. The Porsche might have a lower roofline than any performance hatchback, only two-seats and dedicated aerodynamics, but to extract 290 kph from a four-cylinder engined vehicle, that does take some very committed – and clever – engineering.
Jaguar’s eye-catching new premium compact family car brims with technology, but its arrival in the South African market coincides with the introduction of rival products such as the BMW X2 and Volvo XC40, all of which leaves buyers with some tough decisions to make. We recently tested the top-spec turbodiesel-powered D240 AWD R-Dynamic HSE derivative. How good is it and should you consider it?
We Like: Styling, good build quality, performance and handling, standard features
We Don’t Like: Pricey, thirsty, harsh ride on poor surfaces
Alternatives (prices as of April 2018):
Swedish style: Consider the Volvo XC40 D4 AWD R-Design priced at R639 200.This XC40 is considerably cheaper than the E-Pace D240 R-Dynamic HSE, but it’s not quite as powerful – the Volvo's 2.0-litre turbodiesel delivers peak outputs of 140 kW and 400 Nm. There are a number of options available, but you could spec them additionally and still undercut the baby Jag on price.
German class: Consider our Cars.co.za Consumer Awards – powered by Wesbank Executive SUV category champion, the Mercedes-Benz GLC250d 4Matic AMG Line priced from R782 590. The GLC is technically in another segment to the E-Pace, but its cheaper than its British rival in standard guise. The Benz's 2.1-litre turbodiesel engine offers outputs of 150 kW and 500 Nm. Its standard specification is not as comprehensive as its British rival, so you may have to spend extra to have nice-to-have features too.
Bavarian accessory: Consider the BMW X2 xDrive20d M Sport sports automatic priced from R702 792. The lower-riding X2 offers 140 kW and 400 Nm from its 2.0-litre turbodiesel engine and many desirable features are optional, so, again, you'll need to spend every extra penny to kit it out to the same level as the E-Pace.
Jag's baby SUV joins a competitive segment where it will rival new models such as BMW's fashionable X2 and Volvo's suave XC40.
The new E-Pace is the latest addition to Jaguar’s growing SUV family. It’s a premium compact family car/small luxury SUV that slots in below the larger F-Pace and serves to not only bolster local sales and attract new clientele to the Jaguar brand, but to boost public perception of the famed Coventry-based marque, especially in a segment that’s becoming increasingly crowded. The E-Pace has some convincing to do, however, as buyers are simply spoilt for choice with a range of attractive competitor products on offer, most notably the new Volvo XC40 and BMW X2. Should the E-Pace deserve to be on your shortlist? We sampled the sporty E-Pace D240 AWD R-Dynamic in HSE trim to find out…
How does it fare in terms of…
Visual attraction?
Slick and powerful styling makes the E-Pace a stylish choice in the compact luxury SUV segment.
The test team members were unanimous in their assessment: the E-Pace's design is strikingly attractive. It shares some design cues with the F-Type (which is a good thing) and it looks powerfully athletic with its high, bulging hindquarters. The E-Pace in R-Dynamic guise adds attractive touches such as an imposing gloss-black grille with the grille surround and side vents finished in satin chrome, while bumper-integrated twin tailpipes emphasise the Jaguar's sporty bent.
Products in this segment are associated with elegance, style and class – and the E-Pace is no different, but the newcomer also communicates power and performance better than any of its rivals… If overt sportiness is what you're looking for, the E-Pace hits the mark. This Jaguar will definitely draw admiring glances, which, some buyers may argue, is its primary purpose.
Performance and efficiency?
You may ask: Is the E-Pace as fast as it looks? The short answer is yes, but not in a "performance SUV" kind of way. This E-Pace builds its momentum quickly and confidently and it has more than enough shove to facilitate high-speed cruising and enable punchy overtaking manoeuvres. There is the initial lag when you hammer the accelerator, but with a claimed acceleration time of 0 to 100 kph pegged at 7.4 seconds, the Jaguar's quicker than most of its rivals in this segment, barring the turbopetrol-engined Alfa Romeo Stelvio.
That’s because the D240 R-Dynamic HSE has a particularly powerful 2.0-litre turbodiesel engine that directs 177 kW and 500 Nm of torque to all 4 of the E-Pace's wheels via a slick 9-speed automatic transmission. The engine has a distinct turbodiesel note at start-up and at higher revs it’s perhaps not the most refined engine in terms of noise, but it’s not an overbearing bin.
The E-Pace D240 offers powerful performance but it's a thirsty option.
The driver can use the steering wheel-mounted paddles to flick through the ratios on spirited runs or simply let the transmission do all the work, which it does well. There are various driving modes at your disposal such as Dynamic, Normal, Eco and Rain/Ice/Snow, the latter of which deals with extra slippery surfaces. The driver can also configure the settings for the steering, throttle and engine depending on their preference. A few added sporty touches include a G-force meter and a lap timer, because, well, why not?
This E-Pace feels brisk and largely unflustered on the road, but fuel efficiency is not its strength. Jaguar claims an optimistic 6.2 L/100 km, but we didn't see indicated figures below 11.0 L/100k m during our test, which was rather disappointing. We drove the rivalling BMW X2 xDrive20d recently too and it returned far better figures (in the region of 7.0L/100 km).
Ride and handling?
The E-Pace is built on the same platform as the ageing Range Rover Evoque and, consequently, employs less lightweight material in its construction than some of its contemporary premium compact family cars. Despite its relatively truncated dimensions, the Jaguar has some surprising heft (it weighs about 1 843 kg) which is, interestingly, heavier than its larger F-Pace sibling. That's also a good explanation for why it "drinks" so much fuel – the engine simply has to work harder to move all that mass. The weight is felt through the steering, but it’s still pleasingly responsive with a solid, planted feel. It feels quite sporty and handles corners with assurance and poise.
It might be compact but the E-Pace is not a lightweight, it weighs more than the larger F-Pace.
The driver’s seating position is elevated and consequently, it feels like you sit on, and not in, the seat, which creates the sensation that the E-Pace is top-heavy, even though it remains mostly stable when cornering at higher speeds. Handling is optimised by virtue of Jaguar’s Active Driveline AWD system, which can split torque between the front and rear axles depending on driving conditions – all torque can be delivered to the rear wheels if required. Under normal cruising conditions, the AWD disengages and the E-Pace is driven via the front wheels until its needed for cornering or slippery conditions. These changes happen quickly and are mostly imperceptible to the driver.
In terms of ride comfort, the E-Pace’s suspension setup is on the firmer side, which suits its sportiness. However, riding on large 20-inch wheels, we did find the ride to be crashier/harsher on bumpy, uneven sections of tar, but, for the most part, comfort levels are good; the E-Pace is well suited to everyday driving on most surfaces.
Interior comfort and features?
Standard specification is good but there's also a myriad of desirable options to choose from. The 12.3-inch digital instrument cluster is worth the extra spend.
The E-Pace’s interior is solidly constructed and although much of the cabin is hewn from premium quality materials, some harder plastic trim elements (around the instrument cluster, for example) are a little less desirable, but that is perhaps where the criticism ends.
The leather-clad dashboard is vast in size and some might appreciate the passenger grab handle that’s familiar from the F-Type. In terms of occupant comfort, the E-Pace does not disappoint; the 18-way electrically adjustable heated/cooled (optional) sports (front) seats, which are wrapped in Ebony Windsor leather, are a particular delight for weary bones. The steering wheel is also adjustable for rake and reach, which makes it easy to find a comfortable driving position.
The infotainment system is easy to use but it can be slow to upload information.
The Jaguar's 12.3-inch digital instrument cluster instantly creates the impression of class and sophistication; infotainment comes courtesy of a 10-inch Touch Pro touchscreen with voice control and the interface has a tiled layout (much like a smartphone) and is therefore reasonably easy to use. Pinch and zoom functionality is also particularly useful when using the standard navigation. Although the system is intuitive and easy enough to use, it can be a bit slow to load information. Furthermore, a wifi hotspot can be created to connect up to 8 devices and up to 5 USB ports are on offer as an option (2 are standard).
Standard equipment includes dual-zone climate control, adaptive cruise control, front and rear park distance control with rear camera, parking pilot, lane keep assist, blind spot monitoring and a 380W Meridian sound system with 11 speakers as standard. Nice-to-have optional features fitted include a 360-degree surround camera system (R4 700), head-up display (R15 700) and panoramic sunroof (R14 900).
Practicality?
The E-Pace is a practical choice with a spacious loading bay, which expands substantially with the rear seatback folded down.
The E-Pace fares well in terms of practicality. Load space is claimed at 577-litres, which is substantial, while the 60/40 split rear seats can be folded down to access the full 1 234-litres of utility space. As part our test, we put the E-Pace to work by loading it to the brim with 15 bags of compost as well as larger items such as wooden pallets and surfboards. Needless to say, the E-Pace coped well with a variety of load sizes and the electrically-operated tailgate makes loading a bit easier too.
Passengers will find comfort in the rear, but taller passengers might find the head and legroom to be unsatisfactory.
Rear passenger space is average, with just about enough leg, head and shoulder room for an average-sized adult. What's more, the roofline slopes down towards the rear, which means headroom might be tight for taller aft occupants.
Ample storage spaces are availed around the cabin. The central storage bin is deep and capacious and so are the door pocket mouldings, which can store bottles and other goods. There are also 2 cup holders for front passengers, which can be removed for more oddment space. Rear passengers can also make use of the central armrest, which houses 2 cup holders and a small tray to place oddments while in transit.
Pricing and warranty
Although pricing for the E-Pace starts at a competitive R608 516 for the entry-level D150 AWD derivative, this E-Pace D240 AWD R-Dynamic HSE is priced from R858 213. However, with a number of optional extras fitted, this test unit’s total price comes in at a heady R954 000!
The E-Pace is sold with a 3-year/100 000 km warranty and 5-year/100 000 km maintenance plan.
Verdict
Th E-Pace D240 R-Dynamic HSE has its appeal, but its steep pricing might force buyers to consider other options.
This E-Pace D240 R-Dynamic HSE, from a product perspective, is quite difficult to fault as it does so much really well. It has attractive styling inside and out and delivers good overall performance and handling while also displaying relatively high levels of comfort and practicality.
However, its poorer-than-expected fuel efficiency is a drawback that buyers will have to factor in, but we also suspect that this engine might not represent the sweet spot in the E-Pace range. We have yet to test other engine derivatives in the E-Pace range so we reserve judgement in that regard for now…
The chink in this particular E-Pace’s armour is its pricing. Although its standard specification is generous compared to those of its rivals, its base price is lofty and further compounded when you indulge in extra options. It’s expensive, but bear in mind that its seemingly cheaper rivals will require a fair amount of speccing-up to match the of this E-Pace. However, if you are looking for a premium compact family car with an emphasis on performance and handling ability, then this E-Pace is well worth a closer look.
The VAT increase was supposed to have a huge effect on vehicle sales in April 2018… but what really happened?
If you service the bond on a property, you’ll be very aware of the difference a 1% financing surge makes to your monthly financial health. The month of April 2018 was no joke for South Africans as government’s first VAT increase since 1993 took effect, with the value-added tax rate increasing from 14% to 15%.
During April, signs informed grocery and consumer goods shoppers that their purchases had increased by no mandate of management, yet the VAT burden on a tube of whitening toothpaste is incomparable to that of a new automobile. South Africans are voracious new vehicle buyers and the industry feared that an increase in VAT would lead to a market retraction in April. Were they right?
Did a percentile make a difference?
After national sales statistics for April had been tabulated and collated, the numbers were ripe for analysis. On a simple month to month comparison, the influence of government’s new VAT rate would appear obvious: it repelled a great deal of new car purchasing momentum.
For April, new car purchases shrank from 32 176 in March to only 23 928. That’s a startling 25% less activity and in a market where single-digit percentage movements up or down are considered radical. And those are for new passenger cars, excluding South Africa’s huge bakkie market.
The Ranger and Hilux are consistently the 2 best-selling vehicles in the country.
The single- and double-cab market proved even less resilient to the 1% VAT increase. In March it was worth 14 701 new units, decreasing to 10 580 in April, registering a 28% retraction. Again, an absolutely massive downturn.
Although the data appears to tell a quite convincing truth, could the VAT increase solely be to blame for this abrupt retraction in South African new vehicle sales? Comparing these two sequential months, one must be open to the possibility that March could have harvested unnaturally intense sales activity as buyers were actively bringing their purchase decision forward, to avoid the VAT increase. There is no perfect statistical test for whether this was the case, but by comparing April and March sales year on year, there should be a trendline revealing any discrepancy.
There's a new entrant coming the local bakkie market in May 2018, will it make a dent in sales?
When the 2017-to-2018 data is correlated it – amazingly – shows a negligible difference between the months a year apart. In 2017 new car sales fell from 31 034 units in March to 22 452 in April, a decrease of 27%. For bakkies the pattern was similar, volumes contracting from 14 882 to 10 592 which rounds off to 29%. The contraction from March to April in 2018, despite the VAT increase, is almost unbelievably less severe by 1-2%. A year on with a new President and much economic optimism, the VAT increase appears to have virtually no influence on new vehicle purchases if year-on-year pattern data is compared.
What is bizarre, beyond the issue of VAT increases, is why there is such a precipitous drop-off in sales each year from March to April. The only explanation appears to be that South Africans accept that the multitude of public holidays in April destroys trading volumes by about 25% each year.
Are bakkie VAT claims that influential?
Having established that there was no deviation in the year-on-year sales momentum due to government’s 2018 VAT increase, the question remains whether this 1% VAT adjustment, billed as something severe to automotive consumers, has passed completely without consequence.
For the passenger car market, it appears to be the case, with buyers apparently absorbing any price increase. In the bakkie market, VAT is a completely different scenario. SARS allows for a tax benefit where VAT can be claimed back on bakkies – but not all configurations. The issue is that double-cab bakkies fall beyond the realm of a SARS VAT claim, although a coherent argument can be made that not all South African double-cabs are family vehicles (Mining geologists, forestry contractors, civil engineers, hunting and game lodge logistics etc.). SARS remains steadfast that it will not allow double-cab bakkie VAT exemptions. For single- and extended cab bakkies, the incentive remains.
Vat can't be claimed back on a double cab, despite their obvious use in the workplace.
Following this logic, one would imagine that any local bakkie brand with a higher proportion of double-cabs in its sales volume, would suffer due to the VAT increase making the elusiveness of that claim more annoying. Run the numbers and quite the opposite is true.
Consider 2 main rival offerings, who also happen to dominate South Africa’s bakkie market, the Toyota Hilux and Ford Ranger. Both bakkies saw sales slow from March to April this year, for reasons we’ve explored earlier. The year-on-year numbers tell a slightly different story.
Although the total light commercial market was up by a mere 0.1% year on year in April, Ranger sales were more robust by 19% and Hilux even stronger at 35%. Those are astounding numbers which make a mockery of any VAT increase issue. It also explains the relative superiority of Hilux, which sold 307 more bakkies than Ford last month, illustrating the benefit of trading in bakkie sales volumes which have a greater proportion of VAT claim eligible single-cabs.
The Isuzu KB remains a top-seller in SA with both single cab and double cab offerings.
Perhaps the best example of how immune bakkie trading has been to the VAT increase is the case of Mazda’s BT-50, a bakkie model which is only available in double-cab and has benefitted from no significant upgrade in the more than a year. BT-50 sales increased from 19 units in April 2017 to 106 last month, despite the consequences of a 1% VAT increase being almost unavoidable for Mazda’s bakkie business as it comprises only double-cabs.
Bakkies are the true barometer of South African economic optimism, and not even a 1% VAT increase (on double-cabs) has stalled demand for them. The only deduction to be made is that a great many small business owners and contractors are anticipating a spectacular South African economic recovery in 2018. If South Africa’s most popular vehicle is up by more than a third, year-on-year, despite some VAT increases being levied on the double-cab proportion of Hilux sales, it reveals that South African economic confidence is rebuilding. You can calculate fancy econometric models, or you can simply run some Hilux sales numbers if you really want to know what the state of SA Inc’s business confidence is.
5 Weird and Wonderful China-Only Cars from 2018 Beijing Motor Show
We spent two days at the 2018 Beijing Motor Show and it was an eye-opening experience. Here are five weird and wonderful China-only vehicles that were on display.
Byton Concept
This start-up company is building a car which it claims will "turn the car into the next-generation smart device". It's a high-tech electric SUV with a range of over 500 km. Despite the Chinese backing and market targetting, the company is headed by Carsten Breitfeld who previously worked at BMW's i division.
Qiantu K50
This striking thing is automatically cool because of its logo. Who else would be brave enough to have a dragonfly as a logo? Not only does it look incredible, but it promises serious performance from its electric motor. How does 294 kW and 650 Nm grab you? Qiantu claims a 0-100 kph sprint of 4.6 seconds.
Qoros Mile 1
While Qoros itself is battling to gain a foothold in its domestic market, it's not giving up and showcased the Mile 1 concept. It features an electric powertrain and is made from lightweight materials. It also boasts 5G connectivity and an in-car Artificial Intelligence (AI).
KDC Regalo
Despite the perception that the Chinese copy many Western designs, there were surprisingly few to be seen. This KDC Regalo however, is a blatant copy of a McLaren and is claimed to be an electric-powered sportscar.
BAIC Lite
With traffic and lack of parking being a serious problem in urban areas, carmakers are turning to smaller cars and ride-sharing services for people mobility. This BAIC Lite is an electric city car with a range of 170 km and a top speed of 110 kph. BAIC claims that charging takes just half an hour to reach 80%.
Jaguar has updated its F-Pace SUV and a new high-performance F-Pace SVR will join the range! Details below…
The F-Pace, Jaguar’s first-ever SUV, is its most popular model globally. It arrived in South Africa back in 2016 and it has now been updated with a number of technological upgrades as well as the addition of a high-performance F-Pace SVR derivative.
The F-Pace SVR will be powered by a 5.0-litre supercharged V8 with 405 kW and 680 Nm which will result in a zero to 100 kph sprint time in a claimed 4.3 seconds before reaching a top speed of 283 kph.
The F-Pace SVR will headline the range with its 405 kW / 680Nm 5.0-litre supercharged V8 engine.
In terms of visual appeal, there are bigger air intakes at the front and numerous vents to draw hot air out of the engine bay. The rear features a unique spoiler as well as 4 fat exhausts. They're of the Active Exhaust variety, meaning you can switch from quiet and subtle to wake-the-neighbours levels of noise. There are new lightweight 21- and 22-inch forged alloy wheels too. In the cabin, there are performance seats with embossed SVR logos and an SVR-branded steering wheel.
As for the rest of the F-Pace range, Jaguar has installed a new adaptive cruise control system with steering assist and lane centering. Furthermore, a Stop & Go feature will also be offered to make driving in heavy traffic less stressful. A new emergency braking system will apply the brakes automatically at speeds up to 160 kph.
All F-Pace’s will feature a 10-inch infotainment system and new 14-way adjustable slimline sports seats will be offered as an option. Other interior changes include a frameless rearview mirror, illuminated tread plates, steel pedals, a suede headliner, carbon fibre door trim and chrome seat switches. Other standard features will include a rear camera, front and rear park distance control, driver attention monitor and lane keep assist. An optional Driver Pack and Park Pack will also be offered.
Fuel tank capacity is also expected to increase (petrol derivatives) to 82 litres (previously 63 litres). All engines will also be equipped with a new particulate filter to help reduce emissions.
The facelifted F-Pace and high-performance F-Pace SVR can be expected in Q3/Q4 of 2018. We will keep you updated as soon as more information becomes available.
Catch all the action from 2018's Jaguar Simola Hillclimb on this live stream.
Mercedes-Benz X-Class (2018) Specs & Price
The highly-anticipated Mercedes-Benz X-Class double-cab bakkie is officially launching in South Africa next week! Take a look at what the X-Class will cost below…
The new Mercedes-Benz X-Class, which is based upon the Nissan Navara will officially come to market in May 2018. The first deliveries start in the middle of May 2018 but pre-orders for the 'luxury' bakkie are open.
From its market launch, the X-Class will be powered by a 2.3-litre turbodiesel motor available with a choice of two power outputs. In the X220d with a single turbocharger it generates 120 kW and, in the biturbo X250d, 140 kW. Both diesel models will be offered with purely rear-wheel drive or with a selective all-wheel drive. All engines are characterised by quiet, low-vibration running and excellent power delivery coupled with low consumption figures, Benz says. Power is transferred via a 6-speed manual transmission. A 7-speed automatic transmission is also available for the 140 kW X250d and X250d 4Matic derivatives.
A high-torque V6 diesel engine, with peak outputs of 190 kW and 550 Nm, will be released in 2018. The X350d model will come as standard with permanent 4Matic all-wheel drive and the 7-speed automatic transmission with steering-wheel shift paddles and Eco start/stop function. The Dynamic Select drive programme switch enables the driving experience to be tailored to individual preferences – from relaxed comfort to engaged sportiness, will be standard.
Excellent off-road characteristics
Fording depth
600 mm
Ground clearance
Front axle 202 mm
Rear axle 221 mm for suspension with raised ground clearance
Angle of approach/departure front/rear
28.8°/23.8°
30.1°/25.9° for suspension with raised ground clearance
Maximum tilt
49.8°
49° for suspension with raised ground clearance
Ramp breakover angle
20.4°
22° for suspension with raised ground clearance
Maximum gradeability
100%
From launch, there will be two levels of trim; Progressive and Power. Progressive is more rugged and aimed at the workhorse market, while Power is geared towards the lifestyle end. We'll have full details and specifications when the vehicle launches locally.
Mercedes-Benz X-Class Price in South Africa
Prices effective from 1 April 2018 and include the impending VAT rate of 15% as well as new CO2 tax values. The new Mercedes-Benz X-Class comes standard with the manufacturer’s PremiumDrive, which is a 100 000 km/6 year plan, whichever occurs first. For an additional cost, customers have the option of extending the maintenance plan up to a maximum of 180 000km/8 years, whichever occurs first.
X-Class X220d 4X2 PROGRESSIVE M/T – R642 103
X-Class X250d 4X2 PROGRESSIVE A/T – R694 025
X-Class X250d 4X4 PROGRESSIVE M/T (available in A/T as an optional extra) – R696 785
X-Class X250d 4X4 POWER M/T (available in A/T as an optional extra) – R791 315
