Mazda has updated the range of its 2017/18 #CarsAwards Family Car category winner – the CX-5 – with the addition of Individual-spec 2.0-litre front-wheel-drive and 2.5-litre all-wheel-drive automatic derivatives. Herewith details of the consolidated CX-5 line-up…
Earlier this year, the CX-5 2.5 Individual was named a category winner in the 2017/18 Cars.co.za Consumer Awards – powered by WesBank, ahead of the highly-rated Volkswagen Tiguan 1.4 TSI Comfortline R-Line DSG and Peugeot 3008 1.6T GT-Line. With this upgrade, which increases the Hiroshima-based marque’s family car range to 8 derivatives, the #CarsAwards-winning 2.5 Individual automatic gains an all-wheel drivetrain and its standard features include, inter alia, a tilt/slide sunroof, satnav, front and rear parking sensors, head-up display and an automatic tailgate.
Higher-spec CX-5 derivatives blend tasteful leather-trimmed interiors with a raft of onboard technologies.
Active-spec derivatives
2.0L FWD Manual
R386 600
2.0L FWD Auto
R398 600
2.2L DE FWD Auto
R469 700
Standard features:
LED headlamps and
LED front fog lamps
17-inch alloy wheels
Cloth seats
Multifunction steering wheel
Push-button keyless start
Cruise control
Rain-sensing wipers
Auto headlamps & levelling
Dual-zone climate control (with rear ventilation)
Electronic parking brake
Reverse camera
7-inch infotainment system
6-speaker radio/CD/aux/USB audio system
Bluetooth hands-free
USB for rear centre armrest
40:20:40 folding rear seats
ISOfix child seat anchor point
Privacy glass
Hill Launch Assist
Auto door lock
The CX-5 scores strongly in terms of practicality; its utility space is much improved compared with the previous model.
Dynamic-spec derivatives
2.0L FWD Manual
R412 000
2.0L FWD Automatic
R424 000
Standard features (over and above Active specification):
BMW i8 Roadster (2018) International Launch Review
BMW i has introduced a soft-top version of its cutting-edge i8 sportscar – we drove the newcomer on the Spanish Island of Mallorca…
BMW i is the next-gen-technology arm of BMW. It focuses on developing new technologies, materials and drivetrains that optimise efficiency and, the i cars in which they're implemented (the i8, for example), act as testbeds for future use in BMW's petrol-electric hybrids and PHEVs. The i cars have become so popular that, globally, BMW sells more i cars than M cars.
More than a straightforward derivative of its Coupe sibling, the BMW i8 Roadster is rather important for the growth of the i brand. Indeed, BMW has done a little more than just develop a soft top – the newcomer can be thought of as part of an overall model update with the coupe version also acquiring the new upgrades.
What’s new?
The i8 retains its gullwing doors with the Roadster and they are now frameless.
BMW i likes to call itself a "start-up" business – the division is forward-thinking, dynamic and able to adapt to (and incorporate) tech changes, whereas its parent company (BMW) might not be able to shift product focus as dynamically. So when the time came to start the development of the Roadster, BMW i took the "jaws of life" to the Coupe's roof and sawed it off. A couple of engineers then drove the chopped i8 for a bit, were pleasantly surprised by how stiff it remained/well it performed… and so the next iteration of the i8 began taking shape.
The soft-top roof folds down in 15 seconds at speeds of up to 50 kph. When BMW i tested the roof operation, engineers found it worked just fine at speeds of over 100 kph, but the division decided to stick with a safe limit of 50 kph. There is a new set of 20-inch Roadster specific wheels and some decals around the bodywork that denote the i8's roofless status.
The Roadster gains a few new details over the hardtop version, along with a R230k price hike.
On the inside, the seats are covered with a more weather-durable material, but they look and feel a bit more premium than if BMW i had simply tossed anoraks over them. There’s an optional head-up display that features a cool shift light display and the infotainment screen can be used via touchscreen and the iDrive controller.
Underneath the bonnet, the i8 Roadster and Coupe gain from an updated battery pack that delivers 9 kW more power and can now run in fully electric mode at 120 kph. BMW i claims an all-electric range of over 50 km for the pair of derivatives.
How does it drive?
The roads of Mallorca are tight and twisty as they meander through the mountains in the north of the island. You get a mix of point-and-squirt and hairpin to hairpin sections, then it opens out a bit on the flatter plains to the South (the latter offered a good test of mid-corner speed and stability). The roads were absolutely heaving with cyclists but I happened to get an excellent, mostly unimpeded stretch of 200 km behind the i8 Roadster's wheel.
The roads of Mallorca are tight and twisty, the i8 feels agile and nimble on these sorts of roads.
The carbon fibre tub of the i8 Roadster is stiff, which helps to keep the car's movement from corner to corner direct and reactive. Carbon fibre is great for keeping the body stable, mitigating body roll and exerts fewer forces on the tyres. This means you can turn in harder, corner faster and get on the power earlier – all good things in a sportscar and even more so for a roadster, it is properly entertaining to drive with the roof stowed away and the wind whooshing by your ears.
It really is a great driver’s car and feels like a small, nimble sportscar along the lines of an Alfa 4C or Porsche Boxster. Even the steering feedback and feel are decent with the shift paddles perfectly positioned at your fingertips.
I can’t say I noticed the extra 9 kW of battery power (now 105 kW), with the 1.5-litre turbopetrol 3-cylinder unchanged at 170 kW. The engineers have done their best to coax a pleasing sound out of the engine and exhaust, but it can’t match that of the bigger, more cylindered rivals. There’s a throaty gasp, but it never develops into anything more sonorous.
Switchback central. Low-speed corner exit shove is where the i8 Roadster shines as the electric motor delivers immediate torque.
The electric and petrol engine combination is not as perfect in practice as the theory suggests. The electric engine deals with the low-end power, delivering instantaneous torque and low down shove. Then the petrol engine comes on song higher up in the rev range as the electric effect starts to taper. In the slow hairpin bends, it works just like that, where the electric motor gives instantaneous results. However, in medium speed corners, there’s notable lag as the electric motor doesn’t have more to give and the petrol engine is still to come on boost.
That leaves a lot of time where not much is happening and it’s a bit of a downer as the car has the ability, but the hybrid powertrain doesn’t match up to what the i8 feels capable of.
Final thoughts
The soft-top i8 appears to have no real drawbacks from the Coupe, bar the sacrifice of a little loading space. It still rides well and corners with stability and accuracy befitting a car built around a carbon fibre tub. It’s exciting to drive and look at, but lacks perfect synchronization between its turbopetrol and electric motors.
The cabin features weather-resistant seats and a touchscreen infotainment system.
BMW i had to utilise the 1.5-litre 3-cylinder motor in order to meet the "efficiently dynamic" mandate the division embodies and it does that. While driving sportily over the 200 km it achieved 8.3 L/100 km, but I can’t help feeling there is an M car inside this i8 that's itching to come out. It has the chassis to deal with the extra power, more so than the likes of the M2/3/4/5. And, judging by what the engineers had to say, it could likely be the next iteration of i car we see, except, we may come to know it as the BMW M8.
Pricing
The updated i8 and i8 Roadster will be locally available from late May/early June 2018.
Mercedes-Benz A-Class (2018) International Launch Review
The new A-Class, which is expected in South Africa in the 3rd quarter of 2018, was recently launched in Croatia and Cars.co.za correspondent Andrew Frankel has driven what's undoubtedly a vitally important car for Mercedes-Benz. Has it managed to address some of the previous A-Class' shortcomings, such as a harsh ride, small luggage bay and plasticky interior? Let's find out!
Although the C-Class remains Mercedes-Benz’s biggest-selling car, you could argue that it’s actually the A-Class and its variants, which sit on the lowest rung of the Mercedes-Benz ownership ladder that are now the most important products in the portfolio of the world’s largest premium carmaker. Therefore, the success of each new generation is simply essential for the Sindelfingen-brand to sustain its concerted efforts to attract a younger clientele to the Three-pointed Star. So forgive Benz for not messing with the formula for this 4th-generation A-Class all that much.
The new styling might be derivative but it doesn't really offend anyone either.
The first 2 generations of the A-Class hit their sales targets, but internally, are now perceived also to have damaged the brand with their awkward looks, curious dynamics and sub-optimal quality. However, the outgoing (3rd) iteration of Mercedes-Benz's premium compact hatchback played a key role in its manufacturer overtaking BMW and Audi to become the most popular brand of its kind in the world. How? By lowering the average age of the A-Class buyer by more than a decade and ensuring that 60% of its sales were to people who’d never bought a Mercedes-Benz before. The theory is that if you sell 1 car to 1 young person, you might then sell them 10 or more in their lifetime (provided they remain loyal to your brand, of course).
The new lineup
The new A-Class is bigger in every important direction save a slightly reduced wheelbase, but 20 kg lighter, which is commendable given the enhanced equipment it must carry. At launch, there will be only an A180d turbodiesel and A200 and A250 turbopetrol models, all with 7-speed dual-clutch transmissions, but an A180 petrol will be on sale before the end of the year, as will a manual (6-speed) gearbox.
A200d and A220d turbodiesels will come on stream in early 2019. As we shall see, if your ideal derivative is not available at launch, you might be well served not to compromise, but wait until it is.
And now a word of caution. As journalists, we can only review the cars we test and in the spec in which they are supplied and, as is so often the case with new car launches, Mercedes-Benz chose to provide only the most luxuriously appointed A-Classes, all laden with myriad options, some of which, may not be available on the South African market.
Only top-spec models were available to drive so we still have no idea how a torsion-beam sprung A-Class will drive.
The less irksome consequence of this decision is that I have no idea what the interior ambience of an entry-level car might be, with two smaller TFT screens in place of the impressively expansive items on the cars we tested. More troubling is the fact that this is the first Mercedes-Benz designed with a torsion-beam rear suspension, a design deployed on all affordable hatchbacks partly for space efficiency but mainly because the design is low-cost compared with a fully independent rear end. A multilink rear axle exists, but only the A250 features it as standard. It’s available on the A200 only if you choose the top-spec AMG Line trim level and, if you order an A180d, it’s not available at all.
Yet despite this profound change in suspension philosophy, Mercedes saw fit to bring not one torsion beam-axle car to the launch. Its chief engineer, Jörg Bartels, insists it’s almost impossible to tell the difference and I believe he believes that. Everyone else, cynical hacks included, will reach their conclusions about the decision not to let journalists find out for themselves.
Voice activated commands are available but it's hardly perfected, as we found out.
In the meantime, welcome to the plushest, most sophisticated interior ever seen on a car of this kind. The perceived quality is fabulous and the design streaks ahead of the rather predictable cockpits of even its best rivals. All the goodies fitted to the 180d test car took some to figure out, but the graphics are gorgeous and, once learned, the functionality is pretty intuitive, except for the "Hey Mercedes" voice recognition software. Suffice to say for now that three of us, all veterans of the new car launch circuit, had multiple stabs at simply telling it to turn off the radio. All failed.
Joint-venture engines
The engine in the A180d is a 1.5-litre motor supplied to Mercedes by the Renault-Nissan Alliance and produces a modest 85 kW and is claimed to consume 4.1 L/100 km. This is a poorer figure than the 3.8 L/100 km of the similar unit it replaces, but only because the NEDC2 figures now have to be reversed back out of new WLTP data and not because the real world the car uses any more juice (take a look at the new fuel and emissions test here).
Mercedes-Benz says that in typical driving, the new car uses less fuel than its predecessor. Compared with the 2.1-litre diesel engine in more powerful versions of the old A-Class, it’s a paragon of refinement, although Benz’s all-new 2.0-litre unit should combine both proper power with proper manners within the year.
The 1.5 diesel and 1.3 petrol engines are jointly used by Renault and Nissan and used in models like the Captur, Qashqai and Scenic.
Unfortunately, this 180d motor offers very modest performance. Overtaking needs to be planned well in advance even though the Getrag transmission works tirelessly and effectively to make the most of what little urge is available. The 1.3-litre 120 kW joint-venture petrol engine in the A200 offers a rather strained-sounding step in the right direction, but it’s only when you saddle up Benz’s excellent home-grown 165 kW 2.0-litre petrol engine (in the A250) that the A-Class offers both the performance and character you may expect from a product bearing the Three-pointed Star.
The new track-pad in the A-Class is easy to use, especially with the shortcut buttons on the top.
Interestingly, the A250 has a Benz gearbox but, so far as I could see, it is no better or worse than the Getrag in its less powerful siblings. But, for those happy to leave the overtaking to others, the A180d has much to offer, even beyond the realm of its glitzy interior and a usefully enlarged rear cabin offering more space in every direction save legroom, which remains unchanged.
For example, the ride quality is quite superb, at least with the expensive (multilink) rear suspension – it's dramatically better than the old A-Class and probably class leading. It’s compliant yet controlled, and I could fault only the very slight vertical movement found when you drive the wheels off it on a very difficult road, and I can’t see too many owners being unduly troubled by that.
The crashy ride of the previous generation has been corrected and the new model and is probably class leading.
It’s also a quiet car – exceptionally so, in fact. Cruise at any speed compatible with the retention of your driving licence and you’ll hear a distant thrum from the motor, very modest amounts of road noise and hardly anything from the wind at all. Class-leading again? Without rivals present to make a direct comparison, I cannot say, but I’d be surprised if it wasn't.
Driving it
Where the car comes up short, unexpectedly and badly, is its anodyne steering. What is hard to understand is that the previous A-Class, while no BMW 1 Series, always responded to your inputs as you might hope and expect. But the new A-Class’s steering feels far more remote and less connected to the road. I don’t mind that it’s light at parking speeds (many drivers will prefer it that way), but I want some resistance to build up as soon as the wheel moves off centre to give you something to push against and, to put it bluntly, it doesn’t. At higher speeds and despite a fine chassis that’s stable when you need it and adjustable when you don’t, you still find yourself thinking far harder about placing the car on the road than you’d prefer.
There's certainly a driver's car in the new A-Class, it just doesn't have the right configuration yet to be let out. There is hope, though.
The brakes are over-assisted, too, although unlike the steering, you get used to it after a while. It’s a shame, because there’s a decent driver’s car waiting to get out of this A-Class – yes, even down here in the A180d cheap seats – but until Mercedes-Benz sorts out the steering, a compromised driving experience is the best that one can hope for. It makes me wonder what approach AMG will take when it releases the hot 220 kW-plus A35 later this year and positively scorching 300 kW-plus A45 in 2019? And I’ll bet my house that they won't steer like the A180d I drove.
Final thoughts
This, then, was a launch that asked almost as many questions as it answered. What compromises, if any, are brought by the torsion-beam rear axle? Does the base interior still feel as special as a Mercedes-Benz cabin should? Are the best engines still to be launched? Does the fact that I ended up hurling an expletive at "Hey Mercedes" that it heard as "fan off" and shut down the ventilation say more about me or the car I was driving? All this, I am afraid, for another time.
An interior that's leagues beyond what the previous model produced. Let's hope the quality feel holds up over the course of its life.
For now, though, let’s consider what Benz has achieved here, which is the most technically advanced, quiet, comfortable, luxurious and just plain sophisticated family hatch the world has seen.
And yet I left the launch event with a sense of not just how good this car is – and, make no mistake, it is a very good car – but also how much better it could have been and might yet become.
Many customers won’t care if the steering lacks feel, the brakes are over-assisted and that the small turbodiesel motor is rather gutless. To petrolheads and enthusiasts, this stuff matters. Should it be allowed to eclipse everything else that has been achieved here? Of course not, but it should at least be borne in mind. In many areas, this A-Class sets new standards of hatchback design, but with a bit more attention paid to the way it stops and steers, it could have been a landmark car.
Fuel prices are increasing yet again as the Department of Energy has published fuel price adjustments that will take effect on 2 May 2018.
Motorists are in for another spate of fuel price increases in May 2018. The increases come on the back of recent increases in the General Fuel levy and Road Accident Fund levy which saw consumers paying an additional 52 cents per litre.
The Department of Energy has published fuel price adjustments for May 2018. The increases are as follows:
The price of 95 and 93 ULP/LRP petrol will increase by 49 cents per litre
The price of diesel (0.05% sulphur) will increase by 59 cents per litre while diesel (0.005% sulphur) will increase by 58 cents per litre.
The wholesale price of Illuminating Paraffin will increase by 52 cents per litre.
Numerous factors contributed to the increases. The Rand depreciated against the US Dollar during April with the China/USA trade tariff dispute putting emerging market currencies, including South Africa, under pressure. Prices of Brent Crude oil also increased during the period and the price of international petroleum products also increased.
The Automobile Association of South Africa (AA) had the following to say, “Going into May, there is already an under-recover of 46 cents a litre. If the Rand doesn’t appreciate significantly against the US dollar, and if international prices don’t decrease, this will mean another increase into June.”
Nissan has launched a more hardcore version of its Navara double-cab bakkie in the UK and it’s called the Navara Off-Roader AT32 which rivals the likes of the new Ford Ranger Raptor.
The new Navara Off-Roader AT32 was developed in partnership with Arctic Trucks (AT) and the vehicle made its debut at the 2018 Commercial Vehicle Show in Birmingham, UK. The name AT stands for Arctic Trucks, an icelandic 4×4 vehicle specialist while 32 represents the diameter (in inches) of each tyre.
According to Nissan, the Navara Off-Roader AT32 is the most capable Navara ever. It features a 20 mm raised ride height to 243 mm with full underbody protection for hardcore offroad application as well larger offroad tyres. The Offroader AT32 can be optionally equipped with a front differential lock and a snorkel to further enhance offroad performance. Maximum approach angle has been increased to 35° (up from 30.4°), while breakover angle is now 24° (up from 22.2°).
With the optional snorkel fitted, wading depth increases by 200 mm to 800 mm over the standard Navara.
Standard features fitted to the Navara Off-Roader AT32 include Hill Start Assist, Hill Decent Control, Intelligent Emergency Braking and Intelligent Around View Monitor.
Nissan, however, makes no mention of an engine update and the Navara Off-Roader AT32 is likely to feature the current 2.3-litre turbodiesel engine with 140 kW and 450 Nm of torque. It’s worth noting that the recently-revealed Ford Ranger Raptor offers marginally more power and torque of 157 kW and 500 Nm from its 2.0-litre bi-turbodiesel engine.
Nissan South Africa has yet to confirm if the Navara Off-Roader AT32 will be offered in South Africa but it is currently earmarked for pan-European markets. We will keep you updated as soon as more information becomes available.
We hope it'll never happen to any of us, but it's best to be prepared to safeguard you and your family should you be involved in a vehicle hijacking situation. Here are 10 things to keep in mind when one or more hijackers attack you.
According to the South African Police Service, a vehicle is hijacked every 32 minutes in South Africa. Statistics released by the SAPS in March 2017 revealed that a total of 12 743 vehicles were hijacked between April and December 2016, which is 14.9% more than in the 2015/2016 financial year.
In 2016, the National Hijacking Prevention Academy found that although some criminal trends change, the time of day and days of the week that hijackings take place remain constant. Friday is the most popular day for a hijacking, followed by Tuesday and you're least likely to be hijacked on a Saturday or Sunday. The rest of the weekdays are pretty even. Time-wise, the highest risk time is between 4 pm–8 pm, followed by 4 am–8 am.
Here are 10 things to keep in mind if you are hijacked:
Stay calm! This sounds ridiculous, but the last thing you should do is antagonise the hijacker/s. You want to co-operate as much as possible and you certainly do not want to threaten or challenge them. Do exactly as you are told.
Unbuckle your seatbelt with your left hand and immediately raise your hands above your head to show the hijacker/s you're unarmed.
Do not turn off your vehicle's engine.
If the hijacker instructs you to get out of the car, do so as quickly as possible and try to put as much space between you and the car/hijackers as you can. If the hijacker/s is/are armed and you are under their control, remain still and obey orders.
If you have a child/children in the back seat, make your hijacker/s aware of this and tell them that you are going to take them out of the vehicle. The eldest child should always be positioned behind the driver seat. Open the rear door, put your one foot inside the car as you lean over and unclip the child/baby’s seat belt (this is in case the hijacker drives off you will be thrown into the car with your child), tell the older child to cling to you as you move out of the car, this way you get both of them out at the same time. It’s not a bad idea to discuss a potential situation with your older children. Unfortunately, this the reality we live in. If you’re in a situation where the hijackers will not allow you get your children out, take the car keys as a bargaining tool – although this is always risky.
Speak slowly and clearly so, that they are able to understand exactly what it is you're saying and do not make sudden movements.
If the hijacker keeps you in the car and forces you to drive off, bump into another car while you are still at a slow speed. There is a good chance that this will get you out of the situation.
If you are kidnapped by a hijacker/s, try and remain orientated regarding your movements, directions, time and place. If the car is stopped and they are armed, but you are not under their control at any moment, try to flee! If they shoot they will have a very small chance of actually hitting you.
Do not make eye contact with the hijacker.
Don’t be a hero – your life is more important than your car.
These tips can only serve as a guideline because every situation is different. The best tip, above all, is to try and remain calm as you can and do as you are told. In a highly stressful hijacking situation, you won't be dealing with rational assailants so there is no point in trying to resist (or reason with) them. This is your life and the life of your family, always keep that in mind, don’t give the car or any possessions in the car a second thought.
The new Ford Ranger Raptor is on its way to SA but its burly F-150 Raptor counterpart recently took to the Nürburgring for some drifting action. Watch the video!
Ford has made a performance bakkie a reality and the Ranger Raptor, which is due in South Africa next year, promises exceptional off-road performance. It’s produced in Thailand but will also be produced at Ford’s Silverton plant in Pretoria in the future, which is good news for the local economy.
Many bemoan the Ranger Raptor for offering only 157 kW and 500 Nm from its 2.0-litre bi-turbodiesel engine, not exactly the figures that spring to mind for ultimate performance, but fitted with a 10-speed automatic transmission and a good dose of trickery, Ford is confident in its ability. We can’t wait to see if Ford’s promise holds true…
However, the video below features the large-and-in-charge F-150 Raptor packing a bi-turbo 3.5-litre V6 engine with 336 kW and 691 Nm of torque. Those are some big numbers! The video features Formula Drift Racer, Vaughn Gittin Jr, who intended to drift his Ford Mustang RTR drift car around the world-famous Nurburgring. Rain, however, changed his plan and he thought the Ranger Raptor would be a good alternative for some wet fun on the tarmac of the Nordschleife.
Watch the video to see the Ford F-150 Raptor run wild!
Ford has launched its new Freestyle budget car crossover in the Indian market and we believe it is a newcomer that the Blue Oval could offer in South Africa too. Let’s take a closer look…
Ford calls its latest Freestyle crossover a Compact Utility Vehicle (CUV) and it’s based on Ford’s entry-level Figo hatchback. Like the Figo, it’s produced at Ford's Indian plant in Sanand, Gujarat. Before we make a case for the Freestyle to come to South Africa, let’s see what it offers…
Key features
A raised ride height and body cladding give the Freestyle some rugged appeal.
The launch of the Freestyle in India heralds the introduction of a new 1.2-litre, 3-cylinder engine with 71 kW and 120 Nm of torque. The familiar 1.5-litre turbodiesel engine producing 74 kW and 215 Nm also does service in the Freestyle. Both engines are paired with a 5-speed manual gearbox.
Although the Freestyle shares its platform with (and bears some resemblance to) the Figo, its design is differentiated by its headlights, wide striking grille and C-shaped foglamp surrounds. The Freestyle also gets some extra crossover treatment in the form of plastic cladding, as well as functional roof rails and a tailgate-mounted roof spoiler. The rear-end is further differentiated with a redesigned bumper and taillights. Furthermore, the Freestyle features an increased ride height with a ground clearance of 190 mm, which is some 16 mm higher than that of the Figo.
The Freestyle shares its interior styling with the EcoSport and is offered with the latest SYNC3 in-car infotainment system.
The Freestyle is offered in Ambiente, Trend and Titanium derivatives and the interior design is similar to that of the new Ford EcoSport. High-spec derivatives are equipped with a 6.5-inch touchscreen with SYNC3, which offers Android Auto and Apple CarPlay, while safety features include up to 6 airbags, ABS with EBD, active rollover prevention, hill launch assist, electronic stability program and traction control.
So what makes it suitable for South Africa?
Compact crossovers are hugely popular in South Africa and there’s a strong business case for affordable crossovers in the lower-end of the crossover spectrum. Current offerings in this segment include cars such as the Toyota Etios Cross, Renault Sandero Stepway, the previous Volkswagen Polo Vivo Maxx and the forthcoming Hyundai i20 Active, which is due to launch in South Africa in May 2018.
We think the Figo-based Freestyle crossover will sell well in South Africa. Would you agree with us?
South Africans love exploring the outdoors and it’s also worth noting that roads in South Africa are generally in poor condition and many people access rural areas on gravel too, which means that the higher ride height and additional cladding makes this type of vehicle suitable for South African conditions.
Also, Ford already imports the Figo and Ecosport from India anyway, so why not add the Freestyle to the local lineup? It may very well be that the costs of importing the Freestyle to South Africa will result in an unfavourable local pricing structure. However, we believe there is merit in offering the Freestyle on local soil provided that its price is competitive. It’s also worth mentioning that international reviews of the Freestyle are very positive, highlighting the Freestyle's good performance and excellent ride quality.
We reached out to Ford South Africa for comment and there are currently no plans to introduce the Freestyle in South Africa. That situation can, of course, change. Would you like to see the Freestyle in South Africa… Should Ford's South African subsidiary reconsider and launch it here?
Share your thoughts with us in the comment section below!
The new Lexus ES has made its debut at the Beijing Motor Show and the mid-size luxury sedan has been confirmed for arrival in SA in Q4 of 2018.
The new 7th-generation Lexus ES sedan has been officially revealed at the Beijing Motor Show and now rides on a new chassis that promises even better performance and refinement.
The new ES will be offered as the ES200, ES250, ES 350 and the ES300h with a self-charging hybrid system. The ES can be expected to reach South Africa towards the end of 2018 (Q4) and the local lineup will be confirmed closer to launch.
Key details
The new ES is larger with emphasis placed on comfort, refinement and performance. We can't wait to drive it…
Built on a new Global Architecture – K (GA-K) platform, the latest ES is larger than before and is some 65 mm longer, 45 mm wider and sits 5mm lower than the outgoing ES. Its wheelbase has increased by 50 mm with the front and rear tracks widened by 10 mm and 37 mm respectively.
A key design change is a lower bonnet with a downward slant as well as a fast roofline that emphasises the ES’ lower stance. The chiselled rear-end features LED taillights that wrap around the quarter panels. There will be 3 different 17- and 18-inch wheel designs on offer for the ES while F-Sport versions will ride on 19-inch wheels similar to those seen on the LC 500 Coupe.
A driver-orientated cockpit with a large infotainment interface makes its way into the new ES.
The interior, based on the Lexus Future Interior concept, will feature a driver-focused cockpit with the central display, instrument cluster and head-up display placed closely together in the driver’s field of view. Passengers can expect a roomier cabin thanks to the ES’ larger dimensions.
Although comfort and refinement are still important cornerstones for the ES, Lexus engineers have placed increasing emphasis on transforming the handling and performance capability of the new ES. The chassis is more rigid and the use of high-tensile steel reduces weight while enhancements to the new multi-link rear suspension and rack-mounted electric power steering all contribute to enhanced handling and performance.
“We want every kind of driver to feel a sense of complete control when they are behind the wheel of the ES. It’s a level of comfort that goes beyond merely delivering a smooth ride” says Yoshiaki Ito, chief test driver for Lexus.
Powertrain details for the ES have yet to be revealed but reports suggest that a 3.5-litre V6 will find a home under the bonnet of the new ES with as much as 224 kW and paired with an 8-speed automatic transmission. The hybrid version will likely employ a 2.5-litre petrol engine pairing with an electric motor, much like the current ES 300h.
We will keep you updated as soon as local specification and pricing for the new Lexus ES, which we expect will replace the current car as well as the slow-selling GS executive sedan range in South Africa, are announced.
Hyundai's top-selling i20 compact hatchback has been smartly updated and the refreshed range will be introduced in South Africa in May 2018, replete with a new flagship Active crossover derivative.
The Hyundai i20 is a popular choice in the B-segment hatchback market and the South Korean carmaker has given the i20 a makeover to ensure that it can effectively compete against rivals such as the Ford Fiesta, Volkswagen Polo, Renault Clio, Kia Rio, Mazda2, to name a few.
Key changes
Exterior and interior styling
The i20's styling has been suitably enhanced. Will the attractive dual-tone paint finish be available in South Africa? We hope so.
The most prominent styling change can be seen up front with a redesigned front bumper and cascading grille. The rear bumper has also been reworked and combination taillights complement the new look. The tailgate integrates the license plate and top-spec i20 derivatives will ride on either newly designed 16-inch alloy wheels (it remains to be seen if this design will be offered on the local market, however) or 17-inch items.
The interior specification of the i20 will remain much the same as on the current car, but for the introduction of upgraded materials.
As for the cabin, the major improvements in terms of the interior concern the introduction of smarter-looking, soft-touch plastics, updated upholstery patterns and a locally-sourced Bluetooth-enabled touchscreen infotainment system with satellite navigation and a smartphone mirroring function.
On Fluid derivatives you can expect features such as electric windows all round (with 1-touch function for the driver), a multifunction steering wheel, electric folding and heated side mirrors, single-zone climate control, a cooled glovebox, remote boot unlock and rear parking sensors.
Engine line-up
The current line-up of 1.2- and 1.4-litre naturally aspirated engines will continue. There won't be a 1.0-litre turbopetrol version.
Whereas the i20 line-up in the European market will feature a 1.0-litre turbopetrol engine and a 7-speed dual clutch transmission (7DCT), the local market will continue with the 61 kW 1.2- and 74 kW 1.4-litre naturally aspirated 4-cylinder petrol engines, mated with 5- and 6-speed manual gearboxes respectively, although the latter powerplant will also be available in conjunction with a 4-speed automatic transmission.
In terms of safety equipment, dual front airbags (with passenger deactivation function), plus ABS and EBD will be standard, as will crash-sensing door unlock function, follow-me-home lighting, alarm and immobiliser.
The new flagship Active derivative adds purposeful-looking crossover accoutrements to the i20 package.
Although we expect that the Sport derivative, fitted with a performance-enhancing chip (which boosts the 1.4-litre engine's performance to 85 kW and 160 Nm), a stainless steel CAT back exhaust system, sporty rear spoiler and 17-inch wheels, will remain available in the refreshed i20's line-up, the flagship position of the Korean marque's compact hatchback range will transfer to the new crossover-flavoured Active derivative.
Although we expect the standard specification of the Active version to be similar to that of the 1.4 Fluid, its eye-catching exterior execution includes restyled bumpers fore and aft, black side cladding and door mouldings, plus satin chrome roof rails. Inside, the newcomer may feature a 2-tone interior scheme, or, at the very least, sporty contrast-stitching. Although the Active derivative does not feature all-wheel-drive capability, its ride height is 20 mm higher than a standard i20's, which means that it should cope better with light off-roading, including dirt-road driving conditions.
We will keep you updated as soon as full local specification and pricing details become available, but we expect that the current 7-year/200 000 km drivetrain and 5-year/150 000 km vehicle warranties and 3-year/60 000 km service plan will remain standard.
